Skip to main content

Full text of "Baltimore and Ohio employees magazine"

See other formats


Im. 7-7-44. 



PRESENTED BY Sficrota r3^^'=^ Office 



1 9 



00 HOT flldllTI 

Digitized by the Internet Arcliive 
in 2013 














The Baltimore and Ohio 


Selected the 
Ball Room 
of the 


o r 

I t 

Annual Dance 

Discriminating people always seleQt the Belvedere be- 
cause its size, location, service, cuisine and altogether 
attractive and comfortable atmosphere stamp it as 


Baltimore and Ohio men will discover a new standard 
of service at the BELVEDERE 

Please mention our magazine when writing advertisers 


Modern Eloquence 

Greatest Speeclies 
Ever Made 




_. J 



5 1 5 1 i^ S 5 J& <.^3 ti I 

The books of the hour— absolutely the greatest compilation 
of eloquence ever offered to the public— Modem Eloquence, 
now at a price reduced to rock-bottom. We have purchased 
the plates of these famous books and are able to produce the 
entire set at an extraordinary reduction in cost, thus putting 
this remarkable work within the easy reach of all. No one 
should now be without Modem Eloquence — the greatest 
speeches of the world's greatest orators. 

Price Reduction 
Extraordinary ! 

Would you like to associate with the world's greatest 
orators, scholars, statesmen, soldiers, wits? Would you like to 
have their greatest utterances — speeches that have stirred 

^^ ^^ ^^ ^^ ^^ ^^ ^^ audiences — moved nations— made history? After-dinner speeches, great lectures, wit, 
^^ ^^ ^^ ^^ ^^ ^^ ^Tl humor, pathos, thrills, wisdom, that have made memora'ole both speaker and occasion 
are here for you in Modern Eloquence just as they were uttered, to entertain and 
educate you whenever you choose. No work published today is more inspiring, 
delightful, absorbing. Some of the speakers are dead. They can never be heard 
again, but their epoch-making orations will live forever. 

Millions of dollars have been paid by audiences to hear these marvelous speeches; 
yet, think of it, you can enjoy and own them for an insignificant price. 

Modem Eloquence consists of ten large, handsome volumes, 4,500 pages— indexed 
and cross-indexed to facilitate ready references— in rich three-quarter morocco; 
printed in clear type on beautiful white special paper; profuse illustrations in 
photogravure on Japanese vellum. 

Every Speech, Lecture and Address is complete. 

What This Great Work Contains . 
300 After Dinner Speeches I 

by Joseph H. Choatc Benjamin ■ 
Disraeli, James G.Blaine, Wm. | 
M. Evarts, John Hay, Oliver I 
Wendell Holmes, Sir Henry ■ 
Irving, Chauncey M. Depew, I 
Henry Ward Beecher, Mark I 
Twain, Henry W. Grady. Jos. 
Jefferson, Robt. G. Ingersoll, 
Seth Low, Albert J. Beveridge, 
Woodrow Wilson, etc. 

I 150 Great Addresses 

by Lyman Abbott, Charles 

I Dudley Warner, William Cul- 
len Bryant, Rufus (^hoate, 
■ Theodore Roosevelt, Arthur J. 

Balfour, Jonathan P. Doiliver, I 

Edward Eggleston. William E. | 
I Gladstone, Charles Francis 

Adams, John L. Spaulding, I 

Joseph Chamberlain, Grover I 

Cleveland, Fisher Ames, Law- " 

I rence Barrett, Henry Drum- I 

I mond, James A. Garfield, I 

■ Hamilton Wright Mabie, Wil- ' 

I liam Jennings Bryan, etc. I 

I 60 Classics and Popular Lectures ■ 

I by Charles A. Dana, Robt. J. ■ 

Burdette, Russell H. Con well, I 

Canon Farrar, John B. Goiigh. ■ 

I Andrew Lang Wendell Phillips, | 

Josh Billings, JohnTvndall, Geo. I 

William Curtis. ArtcmusWard. ■ 

I Paul Du Chaillu. John B. Gor- I 

I don. NewellDwightHillis. John I 

I Morley, John Ruskin. Henry M. ' 

Stanley, Wu Ting Fang, etc. | 

2000 SbortStories and Anecdotes I 

I by Mark Twain, Chauncey M. ■ 

Depew. Horace Porter, Champ I 

(lark. Jos. H. Choate, John M. I 

I Allen, etc ■ 

Endorsed By Greatest Authorities 

The greatc.-^t lilciary aiul oratorical authorities laud Modern Eloquence, such as 

W. J. Bryan. .\. K. McClurc. Wu Ting Fang. O. S. Mardcn. John Hay. FJi Perkins. Oliver 
Wendell Holmes, Frederick Landis, Chief Justice David J. Brewer and hundreds of others. 

No Other Books Like These 

Modern Floquince is tlic only work of its kind in i\ ist<Tic.<. This grt;it work is indeed S 
treasure— a liberal education -a source of information to be obtainc<l no other way at any price. 
Each speech or bit of hum-ir will move you as it has moved millions of others. Yet .Modern 
Eloquence. is now yours at a Rock-Bottom Price on 

Small Monthly Payments 

For a she 
i'hich we hav 

buy this great work at the 

e at ^^ 
in able to offer it. We have fitrured every cost ^^ 
of production to the smallest fraction of a cent, and give you the ^^ 

benefit of the saving. Send coupon now for our final and lo 
price and easy payment plan. 


Containing specimen addresses by Woodrow Wilson, ^ 
Champ Clark, Russell Conwell. Lord Kitchener. Wil- ^ 
liam Jennings Bryan, Henry M. Stanley. Abraham ^^^ 
Lincoln. Mark Twain. Robert Ingersoll, Wendell 
Phillips. etc. Sending the coupon places you under 
no obligation to buv. Tear it off and send it ^ 
NOW. Don't wait. " Tlie offer is limited. .^P 


Dept. 225 Garland Building, Chicago. 111. 


^r Address I 

GEO. L. 

/Dept. 225 
Garland Bldg. 
Chicago, III. 

Please send mc f rec I 2 Famous 

^^' Spi-cirnen Siie<vhr9 and full de- 
^ 1 ription of Modern Eloquence with 
* special prices and terms to the readers 

uf the Baltimobe and Ohio Employes 

Please mention our magazine when writing advertisers 



WE C9RDIALLY invite all employes 
^^ to inspect carefully the advertising 
now appearing in our Magazine. It is our 
purpose to offer only such things as will 
legitimately appeal to the rank and file 
of our readers. All advertising will be 
rigidly examined before insertion so that 
there may be no question about its 
standard. No objectionable advertising 
will be accepted :: :: :: :: :: :: 


$44.80 per page, each insertion; 20 cents per agate 
line (fourteen agate lines to an inch). Width of 
column, 16 ems or 2| inches. 

Rates for covers, extra colors and preferred positions 
will be supplied on request. 

For Further Particulars Address 
Robert M. Van Sant, Advertising Manager 

Camden Station 

Baltimore, Md. 

NOW know the cx)mfort of quick, legible 
writing on a regular $100 typewriter 
—sold by us for only $48.50. And the 
privilege of 30 days' free trial besides. Earn enou8:h 
money duringf trial time to pay for the machine. 
You will easily get from 10c to 20c a page from 
those near you who will be glad to get work done. 

Reliance Visible Typewriter 

One of America's standard machines. Soldunderad- 
vertisftd name for $100.00. Has all the conveniences, 
the best improvements, the strength andfine appear- 
ance. We guarantee that it will prove 
as satisfactory as any standard ma- 
chine. fVe know it will. We use it 
right here in our office. Save half. 
Write for Typewriter Catalog 
It tellaw/ii/ we can sell this SIOO.OO visible 
writing typewriter for less than half price. 

NewYork, Chicago, KansasCity, Ft. Worth, Portland 

Write to the house most convenient 

What Jim HilU 

Did— YOU 

Can Do 

Read the life-story of any big figure 
in the railroad world. Back of all the 
other factors that made them big men is the 
all-important factor of knowing how to 
save. Not merely saving— not just providing 

against a rainy day — bul going still further, malcing their 
savings mean sonietliing big — something really worth 
while. They couldn't do it unless they knew how to 
save. Because they knew how to save — they got to 
the top. Do you know how to ?ave? Nathaniel C. 
Fowler, authorof "Starting in Life," "Practical Salesman- 
ship," etc., has just completed a new and authoritative 
hook on tliis all-absorbing topic "How to Save Monc.\ ." 
It's actual, real, live knowledge on the subject — gleaned 
from a thousand and one different sources— written clearly, 
simply and so that you can understand and profit by it. 

This Book Tells 


This remarkable 
book is simply 
crammed from cover 
to cover with price- 
less knowledge on the subject 
of how to save money. 
No idle theories — no guess- 
work — but facts, actual 
facts. Mr. Fowler gets 
right down to hardpan and 
gives you interesting, true 
facts on the care of 
money — on every kind 
* of investment; an expose 

of the prevalent fraudulent and get-rich-quick 
sr hemes; valuable and authentic information for 
all moderate money savers and small investors. 
It deals with life just as you live it — tackles and solves 
the self-same problems that perhaps make saving, let 
alone knowing how to save, so difficult for you. 



Just Send $ 
One Dollar 


Only a dollar mind you — surely small 
enough investment for a book like this that's 
worth many, many times that much in use- 
ful knowledge to you. Why grope in the dark, why 
handicap yourself in the game of life, when " How to 
Save Money" is ready, waiting to direct you along the 
right road to big success— to give you the knowledge 
and the confidence that knowing how to save inspires. 
Don't delay — send your dollar now (send money order 
or stamps) and we'll send you this handsomely bound 
287-page book at once, postpaid. Send §1.00 now— today. 

Baltimore and Ohio Employes 
Magazine ^ — 

Camdea Station 

Baltimore, Md. 

Please mention our magazine when writing advertisers 


ngr—- ^ 




r€ 1 




. jl ^ju'-M^^^oT' ^t-^lt; 


OAVE you read about CATHERINE THE GREAT of Russia — the auburn -haired 

*^ queen— the queen of romance? Was she the great queen — ardent lover — faithless v.ifc — rumor 
has told? Was she twenty women in one — more beautiful than Helen of Troy — more l)riHiant 

than Cleopatra— more ruthless thnn Catherine de Medici-;-greater than Queen Elizabeth of England— this woman who 
came from a modest Gorman duchy to rule over a wi'd Russian court and a wilder Russian land? What is the 
truth? The story of her life and every other character m history is to be found in the world-famous publication 

Ridpath's History of the World 

Dr. John Clark Ridpath is universally recognized as America's 

gieatest historian. Other men have written histories of one nation or period; 
Gibbon of Rome, IMacaulay of England, Guizot of France, but it remained for 

Dr. Ridpath to write a history of the entire World from the earliest civilization down to the present. 

Never Again Such A Book Bargain 

We will name our special low price and easy terms of 

payment only in direct letters. A coupon for your convenience is 
printed on the lower comer of this advertisement. Tear off the 
coupon, write your name and address plainly and mail now 
before you forget it. We will mail you 46 free sample pages without any obligation 
on your part lobuy. These will give you some idea of the splendid illustra- 
tions and the wonderfully beautiful style in which the work is written. 
Our plan of sa'e enables us to ship direct from factory to customer and 
guarantee satisfaction. We employ no agents, nor do we sell through book 
Btores, so there is no agents' commission or book dealers' profits to pay 

Six Thousand Years of History 

lvidi)ath takes you back to the dawn of His- 
tory, long before the pyramids of Egypt were 
built; down through the romantic troubled 

times of Chaldea's grandeur and Assyria's magnificence; 
of Hibylonia's wealth and luxury; of Greek and Roman 
spiendor; of Mohammedan culture and refinement to 
the dawn of yesterday. He coveis every race, every 
nation, every time, and holds you spellbound by his 
wonderful eloquence. 

The European War 

If you would know the underlying causes 

. which have led up to this conflict, the great racial 
antipathies, the commercial rivalries, the sting of past 
defeats, the vaulting ambitions for world empire, you 
Will find them all in Ridpath's History of the World. 

Ridpath's Graphic Style 

Ridpath jMcturcs the great historical 
events as though they were happening before 

your eyes; he cirries you with him to see the l"^ ^lea of 
old; to meet kings and queensand warriors; to sit in the 
Roman .Senate; to march against Saiadin and his dark- 

■ Bkinned followers; to sail the southern seas with Drake; 

> to circumnavigate the globe with :M,'igel)an. He com- 
bines absorbing interest with supreme reliability. 



H.E.SEVER. Prcs. 



Please mail, without cost to 

me, samplf pafr<'!i of Kldpath'i 

nisitory of the World, containing 

photogravures of .N'apoleon. Caesar 

and other great characters in history, 

and write me fuU i)articulars of your 

special offer to Baltimore and Ohln Km- 

ployei Uagailne readers. 

Please fuention our nmqazine when vriting advertiser. 


^ — .4. 

I I 

Money Saved is Money Earned 

Here is Real Prosperity 

THROUGH the savings of employes and members of their families, also beneficiaries 
of deceased employes, the deposits in the Savings Feature of the Relief Department 
now amount to nearly Nine Million Dollars. As explained in previous articles, the 
greater part of this amount has been loaned to employes to assist them in obtaining 
homes. However, there still remains a large sum which we are anxious to loan to 
those employes who have not yet availed themselves of the privilege of this feature. 
Every loan made increases the earnings of the money deposited, so that besides bene- 
fiting yourself by borrowing on terms which are more liberal than can be obtained else- 
where, you are benefiting your fellow employes, and others entitled to deposit, by making 
it possible for us to continue a dividend which has been allowed each year in addition 
to the guaranteed interest of four per cent. 

A few of the reasons why an employe of the Railroad Company can borrow money 
from us on terms which he cannot get elsewhere, are: 

Interest is calculated on the actual balance due after each payment. 
Many associations and loaning companies require a borrower to take shares, 
and interest is calculated on the full amount of a share until that share has 
been fully paid up. 

In times of sickness and slack business, or when, through no fault of 
his own, the borrower cannot earn enough to pay us and his living expenses, 
we, having access to the records of employes' earnings, know why he is not 
making time, and do not press him until he is again able to pay. 

The amount due on a loan is covered by life insurance (excepting in 
those cases where a borrower is over fifty years of age at the time the loan 
is made), so that in the event of death, there is a fund out of which the 
debt is paid. Consequently, the widow and family are relieved of what 
would have been an embarrassing debt. 
By adding a small amount to the usual monthly outlay for rent, it is possible for 
every employe of the Company to own his home. Why not«make up your mind now to 
join that great body of " home owners," who are recognized everywhere as more desira- 
ble workmen than the renters with no permanent ties ? It will cost you nothing to get 
the details, so write for them at once. 

The department owns properties at the following points, which 
may be purchased on very easy terms: 

Baltimore, Md. 
Brunswick, Md. 
Butler, Pa. 
Connellsville, Pa. 
Cumberland, Md. 
Fairmont, W. Va. 

Flora, Ills. 

Garrett, Ind. 

Garrett, Pa. 

Glenwood (Pittsburgh), Pa. 

Grafton, W. Va. 

Lorain, Ohio 
McMechen, W. Va. 
Midland City, Ohio. 
Parkersburg, W. Va. 
Washington, Ind. 
Zanesville, Ohio. 

For information regarding this department, write direct to S. R. Barr, Superin- 
tendent Relief Department (Department "S"), or apply to the Superintendents, Medical 
Examiners or Building Inspectors, located at different points along the line, or inquire 
of your immediate official, who will get the information for you. 



Please mention our magazine when writing advertisers 




Number 1 

The Old Main Line — A Poem Jolin Randolph Stidman 6 

Photograph by George B. Luckey 

Operating Rules and Regulaiions Charles Selden 7 

Randy and Rule "G" Franklin Decatur Auld 9 

Superheated Steam for Locomotives W. C. Garaghty 19 

Joseph A. Byrne — Gardener Extraordinary of the Baltimore and Ohio. 26 

Prize Contest for Stories by Employes 28 

Standards and Practices J. T. Carroll 29 

I Will if You Will Dr. Frank Crane 30 

Team Work that Wins— Sketch of F. S. Holbrook, Vice President, 

Wells Fargo Express Co 31 

The Yardmaster T. L. Terrant 33 

Presence of President Wilson Makes Auspicious the Initial Trip of 
U. S. Government "Safety First" Train over Baltimore and 

Ohio Lines 35 

New Ideals in Police Administration— The Unskilled Labor 

Situation "Special Observer" 39 

C. W. Egan, General Claim Agent, a Wizard in Handicraft 43 

Material Purchases and Stock W. S. Galloway 45 

W. C. Coles and R. E. Kennedy Made Pilot Engineers on Valuation 

Committee 46 

John W. Deneen Promoted to Assistant Superintendent, Cumber- 
land Division 47 

Dr. E. M. Parlett Made Chief of Welfare Bureau 47 

Jesse Billings Barton — Late General Attorney of the Baltimore and 

Ohio C. T. Railroad Co 48 

Employes Can Now Get New Style Goggle Adopted by Company 50 

Rhapsody of Spring— A Poem T. T. 52 

Plav Ball I 53 

"The House That Jack Built" 55 

"No More Work for 'Old Enoch* Wheeler" 58 

Editorial 60 

Attractive and Practical Fashions for Spring and Summer 63 

Tailored Costumes in Many Guises 62 

Home Dressmaker's Co: ner 65 

The Needleworker's Corner 66 

Train and Engine Crews: You Should Know B. A. McDowell 68 

Special Merit 69 

Among Ourselves 73 

The Elimination of Black Smoke W. J. Duffey 107 

The Observer 110 


Published monthly at Baltimore, Maryland, by the employes 
of the Baltimore and Ohio Railroad to promote community of 
interest and greater efficiency. Contributions are welcomed 
from all employes. Manuscripts and photographs will be re- 
turned upon request. Please write on one side of sheet only 

Operating Rules and Regulations 

Address of Charles Selden, Superintendent of Telegraph and 

General Inspector of Transportation, at Deer 

Park Operating Meeting 


Mr. Chairman and Gentlemen: 

Every successfully operated organiza- 
tion must have governing laws, and law is 
simply a code of rules to govern acts. 
For that reason we have rules and regula- 
tions for the operation of our railroad. 
And in order successfully to operate a 
railroad under law, the law must be 
understood. It is only in recent years, 
however, that we have had on our road 
the record of examination on rules and 
regulations. Every employe in the oper- 
ating department, whose duties require 
it, receives a preliminar}^ examination 
and an oral or a written examination 
later. He has that record for himself if 
he desires it, and we have it on file at the 
division headquarters and at the em- 
ployment bureau in Baltimore. In some 
States we are required to re-examine 
within certain defined periods, and we 
should be very careful to obey those laws. 

We have a law which is apphcable to an 
entire system, but sometimes there is a 
condition or a location which requires a 
modification of that law, for what we 
consider to be good operation. And I 
suggest that when it is necessary to make 
a variance, either by general order or on 
time-tables, we refer to the number of 
the rule which is modified in making this 
order or time-table rule. Otherwise the 
public will think that we have two rules 
which are apparently in opposition. 

The Baltimore and Ohio Railroad was 
the first in the world to have along it an 
operative telegraph line. The Balti- 
more and Ohio Railroad was the first in 
the world to print and put in its book of 
rules the rules governing movement by 
telephone, although it took us ten years to 
get around to that operation. It was not 
received kindly at first, because our 
p( ople feared it, but I succeeded (being at 
that time the whole Rules Committee) 
in putting one over on them, and getting 
it into the rule book. A few months 
after its issuance we received letters from 
Europe, desiring to know how it was 
working out. I had to tell them that I 
was not acquainted with their climatic 
conditions, but that I had no doubt that 
they had good electricians and operating 
men, and that I could assure them that 
the rules were absolutely safe, if obeyed. 

We have about 900 miles of line oper- 
ated by telephone and about 300 miles of 
heavy traffic line to be completed. 

I can not give you the exact datr, ])ut 
I think it is fully fifteen years ago that 
I found a coadjutor and formulated a 
set of block rules which gave rise to no 
criticism from him. I refer to the 
auxiliary movement of trains in a manual 
block territory, the auxiliary being the 
telephone; releasing trains at the outlet 
switches and governing their movements 
at intermediate points within a block. It 


was condemned by most people as a 
practice that could not be trusted or 
relied upon. And with what result? 
We are the first road that put that system 
into operation; we are continuing it, and 
it is growing all the time. A statement 
which was compiled for the Interstate 
Commerce Commission showed, as I 
recollect, that on one division alone we 
had passed some 335,000 trains over the 
104 miles of the division without a single 
mishap occurring on account of this 

So we are the first railroad with a 
telegraph line; the first to have a code of 
rules for the movement of trains by tele- 
phone, and the first to put into operation 
the telephone block auxiliary in connec- 
tion with the manual block. 

In speaking of rules and regulations we 
come to speed records. The desire of the 
prcbident, as announced here, is that we 
should earn a reputation for safety first 
and comfort next. Therefore, certain 
speed restrictions were placed upon 
trains where it was deemed best, but we 
found that while obtaining the records 
there was, and is, necessarily^, considerable 
delay in getting the reports to the various 
division officials. What becomes of the 
cumulative reports? They are made to 
the vice-president and the general 
managers and the assumption is that they 
are sent to the general superintendents. 
I think that it might be a good idea to 
send a copy from the general superin- 
tendent to each division superintendent, 
so that they may see what is being done 
in the way of adherence and obedience to 
the speed restrictions on divisions other 

than their own. It might start a rivalry 
that would bring about good results. 
In 1912, 1913, 1914 and to date of 1915, 
we have had four divisions on which the 
speed was not exceeded once. On an- 
other division there were 453 violations 
in one month. When attention was 
called to this, for the next month there 
were only 74 violations. Somebody took 
strong action, but unfortunately^ during 
the third month there were 413 cases. 

It seems to me, therefore, that this 
speed matter should be followed up. It 
may not be feasible, but why wouldn't it 
be a good plan for us to indicate in ink 
between stations on our train sheets, the 
time that a train should take to travel 
between the adjacent points, and still 
keep within the speed limit. That 
would probably attract the attention of 
the dispatcher who, in case of a violation, 
could report to the superintendent that 
such and such a train exceeded the speed 
limit between points. 

We were all surprised by the fine per- 
formance of our Glee Club last night — 
not only surprised, but delighted. They 
receive no compensation for their work. 
But there must be something underlying 
their efforts that brings forth such excel- 
lent results. What is it? It is love of their 
work. Isn't that a lesson for all of us? 
We are compensated, but do we love our 
work and always do our very best? You 
noticed how^ by each unit doing its part, 
and by all getting together, they pro- 
duced a great body of harmony. Let 
us all get together, and let us sing the 
praises of this dear old railroad to every- 
one in the United States. 

^ I 'HE COMPANY is glad to give all English speaking employes 
-■• a copy of each issue of the Magazine. If any men who want 
the Magazine and who are not getting it regularly will write 
the editor, Room 300, Camden Station, Baltimore, he will see that 
they are supplied. 



"Randy and Rule *G.' " 

By Franklin Decatur Auld 

R\XDY was always appreciative 
of the noon respite. Today was 
no exception. Firing a switcher 
is not the easiest job in the 
world, even though one is an expert in 
fuel economy, and, consequently in 
economy of physical exertion. He threw 
in a few scoops of coal to coke, and then, 
with a sigh, tossed his shovel into the 
tender, drew himself up on his hard little 
seat on the left side of the cab and 
proceeded to unwrap his lunch. 

Billy Welch, the engineer, usually 
preferred to go to his home on Columbia 
Avenue, but a few minutes walk from 
the Yard, for his ''hot dinner.'^ But 
Randy, to whom the joy of a meal 
eaten while surrounded by a growing 
family was as yet denied, was perforce 
obhged to eat his lunch — not amid the 
chatter of Maggie and Johnnie and 
Rut hie, inspiring indeed to Billy Welch 
— but to the compensating hiss of gently 
escaping steam from the old ''1102" as 
she lay for her noon "loaf '^ on the freight 
shed track. Which was, to Randy, en- 
joyment enough. For he nursed the old 
switcher as a mother does her baby. He 
threw in the coal with due regard to its 
digestive ability, well knowing than an 
engine, like a man, can never do its best 
work upon an overloaded stomach, which, 
in the case of an engine, is an overloaded 

Randy reflectively bit an edge off 
his sandwich, then reached for his coffee 
flask, unscrewed the top and put the 
flask to his lips. Suddenly he drew it 
away from his mouth with an expression 
of wonder, which grew to one of terrible 
desire. He thrust his tongue out over 
his lips and, grasping the flask convul- 

sively with both hands, drew it slowly 
toward his mouth. His eyes started, 
the muscles beneath his blue jumper 
bulged as though he were under unusual 
exertion — as if he were attempting to 
wrest the flask from some mighty force. 
Now back to arm's length it went, to 
begin anew the slow journey to his 
mouth. Thus was fought within his soul 
the battle between two forces; drink 
appetite which he had thought conquered 
these two j^ears, since the time he had 
promised Kathryn never to touch another 
drop, and the hope of future happiness 
which rested upon the keeping of that 
promise. And up to now he had kept 
his word. He would keep it still! Into 
his eyes crept the light of resolve; out 
shot his right arm and down on the 
blackened earth below the cab window 
thumped the flask. Trembling in every 
limb, his face pale, his eyes staring, 
Randy arose, reached nervously for the 
hand-hold and swung to the step. He 
peered down at the enemy that writhed 
from the mouth of the flask and dis- 
appeared serpent-like into the absorbing 
black cinder. Then he dropped to the 
ground and stood over the flask. Un- 
assuaged thirst again assailed him, the 
acrid fumes burned into his nostrils, set 
his brain afire and smothered thought. 
He reached for the flask. There was 
some of its contents left. 


Randy whipped around and stood 
trembling like a frightened beast. 

Road foreman Henderson eyed him 

''What's the trouble with you?" he 
asked. Then he sniffed suspiciously. 

"Whiskey!" he exclaimed, a frown 



gathering on his brow, ''You've been 

He spied the flask and picked it up. 

''Randy, of all men!" Henderson's 
tone was sorrowful — that of the reproach- 
ful friend rather than of the superior 
officer. "I thought that you had enough 
of your father in you to keep your word!" 

Randy bowed his head. He felt weak 
and unfit even for protest. At last he 
found his voice and extended his hand 

"Mr. Henderson — I — I thought it was 
coffee — somebody — ' ' 

"Don't make it worse by lying. 
Randy!" contemptuously cut in the 
road foreman. 

"As God is my judge! I — " 

"You can tell it to the superintendent 

Henderson stuffed the flask in his 
pocket, turned on his heel and strode 
rapidly away. 

Randy looked after him, choked back 
his emotion, and gloomily returned to his 
engine. Billy Welch had just cUmbed 
aboard and Randy, his heart heavy, 
picked up his scoop and commenced to 
get up steam for the afternoon's work. 

Mechanically and without the interest 
he was wont to bestow upon his firing, he 
finally finished the long drawn out day. 
His mind was vainly endeavoring to 
concentrate — first on one thing, then on 
another. How did the hquor get into 
his flask? How would he explain to the 
superintendent on the morrow, and 
would the explanation be satisfactory? 
Now and then there flashed across the 
clouds of thought the vivid Hghtning of 
desire — the taste for hquor reawakened. 
His hps twitched, his mouth seemed 
parched, his throat burned and it was 
only with a violent effort that he was 
able to fight down temptation, and keep 
from making a rush for the nearest 

It was only when he stood before 
"Kitty" Henderson that night that he 
felt somewhat calmer, and to some 
degree, reheved of the weight that was 
depressing his usual good spirits. Dour, 
indeed, must be the man whose gloomi- 
ness would not fiee before the sunshine 
of Kitty's presence. She slipped her 

hand in his and drew him to the couch 
in the living room, curiously noting the 
hollowness of his eyes and the paleness 
of his cheeks. Her father, she explained, 
had not yet returned home. Randy felt 
relieved at hearing this news for, innocent 
as he was, the thought of the temptation 
to which he had so nearly yielded rendered 
him as yet incapable of manfully meeting 
the road foreman's eye. 

In the midst of her chatter, Kitty 
suddenly stopped, looked him steadily 
in the eye and said: 

"I heard a bad report about you today. 
I didn't want to believe it, but — " she 
paused, dropped her eyes and toyed with 
his coat sleeve, "but — " 

Randy waited, a vague fear tugging at 
his heart. 

"But — oh, they said you were drinking 
again! Oh, Randy, it's not true, is it?" 

She lifted her head again, her blue 
eyes pleading for his denial. 

Randy caught his breath sharply. It 
was a moment before he answered, his 
voice husky, with an evading question. 

"Who told you— your father?" 

"No," she said slowly. "Does he 

"Who was it then?" he insisted. 

"I won't tell you, Randy. It wasn't 
from the most reliable source, so I won't 
believe it — only," she continued doubt- 
fully, "if it is true, you know I can't 
marry you.^ But — oh, let's forget it. 
Look, I bought a new piece today." 
She went to the piano and began to 
play a hvely air. 

Randy thoughtfully followed her to the 
instrument. No, Mr. Henderson had 
not told her. He would not do so without 
a thorough investigation. Who was it 
then? A httle later, an idea occurred to 
him. He turned to the girl and suddenly 
asked : 

"Did you see Jim McLaughlin today?" 

"Yes," she replied, taken unawares, 
"I met him down town." Then, remem- 
bering, she bit her lip. 

Randy noticed the action and smiled. 
He now knew who had informed her. 
One could rely on road foreman Hender- 
son's close-mouthed methods regarding 
his men's faiUngs, so far as other employes 
were concerned. Even Billy Welch did 


not know of the incident. And Jim 
McLaughlin was the last man on earth 
in whom the road foreman was likely to 
confide. He was a ne'er-do-well, appar- 
ently never working for more than a few 
weeks at any one job, yet in some 
mysterious w^ay alwaj^s having flashy 
looking clothes and money in his pockets. 
A year before he had forced his attentions 
on Kitty, but she had treated him with 
such pronounced coolness that he had 
become discouraged. Lately, because of 
a shortage of labor, and because, in long 
periods of loafing around the yards he 
had picked up a little raikoad knowledge, 
he had been given a temporary minor 
position with the Company. Being a 
railroad man, even on such a precarious 
footing seemed to have given him a 
feeling of confidence, for he was again 
taking advantage of every opportunity 
of bringing himself to the girl's attention. 
So, thought Randy, if it were ^McLaughlin 
who had told Kitty that he was drinking 
again, it was undoubtedly he who had 
substituted the Hquor for the coffee, 
hoping thereby to see him again dragged 
to the depths. Then McLaughlin might 
stand a better chance with Kitty. 
Randy set his hps grimly. He had now 
an added reason for continuing the fight. 
And he would win, if only to triumph 
over McLaughhn's evil scheme! 

"Randy," said the superintendent as 
the fireman rose to his feet at his chief's 
nod, ''you know what this means!" He 
pointed significantly to the coffee flask 
which he had just taken from his desk 
drawer and placed before him. 

" Yes, sir." Randy's voice was steady, 
his eyes were clear and unwavering as he 
met the chief's gaze. He had come 
to the conclusion that the best thing he 
could do was to tell all. 

Mr. Alhson turned to road foreman 

''Tell your story, Henderson," he said. 

The road foreman, in a low, reluctant 
voice, described the occurrence. Now 
and then as he talked he glanced sadly at 

When he had finished the superinten- 
dent looked at the fireman. 

"Now, what have you to say. Randy?" 

Randy rose to his feet and replied 
evenly : 

"It's true, every word he said is true! 
As a matter of fact, he didn't make it 
strong enough. I wanted that whiskey — 
at the time I wanted it more than any- 
thing else on earth. And then again I 
didn't. Which may seem strange. I'll 
have to go back a little further in my 
history to make myself clear." He 
paused a moment and looked inquiringly 
at Mr. Allison. The superintendent 
nodded permission to proceed. 

"It's this way: Dad was an old engi- 
neer on this division, a few years before 
you came to it, Mr. Allison. He was Mr. 
Henderson's close friend." Randy 
turned to the road foreman, who nodded. 

"Dad sent me away to school, which 
was, perhaps, for me, not the best thing, 
for I got in with a wild set and acquired a 
taste for liquor. I was expelled and 
shortly after — I — well, father died — er — 
some said it was on my account. I guess 
it was. It didn't stop me, though. 
W^hat little money he left went the way 
of that I had gouged him for before his 
death — in drink. I don't know where I 
w^ould have ended, but one day Mr. 
Henderson found me in as pitiable a 
condition as ever man was in — the 
natural result of such a career — I was a 
'bum' — a 'bum' in the true sense of 
the word — without friends, in rags, 
'bumming' a nickel for drink from 
whomever I thought an easy mark. I 
guess I tried it on Mr. Henderson when 
he found me. He knew me — we had 
always lived near each other — his family 
and ours — and well, I guess for the 
remembrance of the father, he tried to 
save the son. And he did — though now 
he thinks he has failed. He took me to 
his home. He talked to me and made 
me see things in a way that no one else 
ever could. He set me to firing on this 
road — taught me the most approved 
methods. Showed me there was an art 
even in that seemingly humble occupa- 
tion. He did even more for me. I made 
a promise to him and — er — a certain other 
member of his family, never to drink 
again, and was given to hope that if I 
showed signs of living strictly up to my 



pledge, after a certain period, that — er — 
the other member would become my — oh 
— er, that has nothing to do with the case! 
Yes, it has, too, for that alone should have 
kept me straight. It did, too, for not a 
drop of liquor went to my hps from the 
time I promised — two years ago — until 
yesterday at noon, and then I did not 
know it was Uquor. 
I was eating my 
lunch and was 
about to take a 
sip of coffee. 
When I raised the 
flask to my mouth 
and took a swal- 
low, I found, 
instead of coffee, 
it was — whiskey! 
To me it was as 
the taste of blood 
to a hungry tiger. 
I became raging. 
All the old desire 
came back — a de- 
sire I had thought 
conquered. I 
wanted the whis- 
key , and yet 
through my desire 
came the thought 
that if I yielded, 
everj' thing I had 
gained and every 
thing I had hoped 
for would be lost. 
You, who have 
never been 
clutched by the 
drink habit, who 
have never given 
it up, and then 
found yourself 
tempted again, 
cannot imagine 
what a terrible 

struggle it is to thrust it aside. I 
didn't realize it myself. I had thought 
nothing ever could make me take 
another drop. I know now that I'm 
not as strong as I thought. But 
finally I did gather strength enough to 
fling the flask from me through the cab 
window. Even then I had not quite 
conquered. I looked down upon the 

liquor as it trickled out of the flask. I 
got down from the cab and bent over it. 
The smell set me crazy and I reached 
down to take the flask — I guess to drink 
what remained — when — but Mr. Hender- 
son has told the rest. He did his duty. 
No one has ever said he was derelict in 
that — even when it conflicted with his 
own feelings, as 
I know it did in 
this case." 

Randy sat 
down, looking 
doubtfully at the 
who was idly tap- 
ping with his pen- 
cil upon the pad 
of paper before 
him. Road fore- 
man Henderson 
took out his hand- 
kerchief and 
sneezed violently. 
At which Mr. 
Aflison looked up 
over his glasses 
and said quietly 
to the fireman: 

''I hear you 
have a paper to 
read at the 'Get- 
together Meeting' 
tonight. I'll be 
down to hear it." 
"Then— "began 
Randy eagerly. 

"Ws all right, 
Allison, kindly, 
"only keep up the 
good fight." 

The joy that 
lighted Randy's 
face adequately 
expressed his 
gratitude. Henderson arose and silently 
grasped the fireman's hand. A suspicious 
moisture gleamed in his eyes. Arm in 
arm they left the chief's oflice. 

The Y. M. C. A. Assembly Hall was 
crowded. Enginemen, trainmen, track- 
men, shop-workers, clerks — all railroaders 



— were beginning to appreciate what 
these ''Get-together" meetings meant. 
They reaUzed that it was an arrangement 
by which the employe would obtain the 
view-point of the officer, the officer the 
view-point of the minor emplo3'e, and by 
consolidating, or rather, finding the mean 
])()int of view, 
it would re- 
solve itself 
into one com- 
mon purpose 
— to work for 
the best inter- 
est s of the 
railroad as a 
whole. By so 
doing the in- 
terests of the 
employe as an 
i nd i vid ual 
could not help 
but be ad- 

S u p e r i n - 
tendent Alli- 
s(m. the ]Mas- 
ter Mechanic, 
and several of 
the Superin- 
tendent's staff 
each gave a 
short, entei- 
taining and 
inst rue five 
talk; then 
the chairman 
called upon 
Randy. He 
and mounted 
the platform 
a little ner- 
vously; and 
when he be- 
gan to talk it 
could easily 
be- seen that he was flustered. l-5ul as 
he warmed to his subject, his nervous- 
ness disappeared and he soon had his 
audience silent and tense, for his theme 
was interesting, his manner sincere and 
his delivery clear and concise. 

He first addressed the mechanical de- 
partment, with an appeal for engines 

better prepared; then the enginemen, 
both the driver and the firemen (for 
these two, he said, were the ones upon 
whom the greatest economy of fuel di- 
rectly devolved) — the engineer to keep an 
eye on his fire, see that it was free from 
banks and bright all over the fire-box, so 

that the arch 
would bekei)t 
hot and the 
flues from 
leaking ; to 
have his water 
at a uniform 
level at all 
times. He 
advised the 
fireman to fire 
lightly and 
often; to keej) 
1 he fire shaken 
down to the 
pjopei' cnni- 
bustion ; t o 
w a t ch t h r 
water ui the 
engineer's ab- 
sence; toke(*p 
the engine 
fiom popping. 
He spoke 
to the mem- 
bers of the 
crew, the shop 
men, the car 
i n spec tors, 
and even the 
road foreman 
of engines and 
the train- 
master, a s 
well as their 
showing how 
each could 
play their r(v<|)eclive pai'ls in ihe niallei' 
of fuel economy. 

He concluded with a smile; 
"I have endeavored to show 3-ou all 
that this get-together spirit means, so far 
as fuel economy is concerned. Others 
will tell you how it apphes to other im- 
portant items of railroad operation. 



There is a little song, which was sung by 
the Glee Club at our last big operating 
meeting. The chorus of it is inspiring — 
ill it you can feel the pulsation of the 
engine and the musical click of the wheels 
on the rail — listen:" 

He chanted softly : 

" 'All together — on the job; 

We'll make our mighty Railroad throb.' 

Let's get together!" 

Randy descended the platform steps 
amid a burst of applause. Road foreman 
Henderson beamed. He was justly 
l^roud of his protege. If only this blot 
on his record could be cleared away; the 
uncertainty^ of the thing was a source of 
worry to Henderson, even though the 
superintendent had given Randy the 
benefit of the doubt. 

Behind him, the road foreman heard 
two men whispering. His sharp ears 
caught the words: 

''I thought they were strong for Rule 
'G' on this railroad and yet they let 
that guy drink and think a lot of him, too. 
I'll bet they know something about it too ! " 

''Who said he drank?" 

"Saw him with my own eyes. Takes 
a pint of whiskey with him every day in 
his coffee flask. I got near him one day, 
just after he took a swallow from it, and 
if it wasn't whiskey, then there ain't no 
such thing as Avhiskey. I'll bet they 
find out before long he ain't what he's 
cracked up to be, and what's more, he 
won't be able to practice what he preaches 

"What do you mean?" 

"Oh, this fuel economy business, and 
tiring without making smoke. Wait 'til 
he gets good and soused some day — and 
he'll do it, too — then you'll see more 
black smoke around the yard than ever 
kept the sunshine from Pittsburgh!" 

Road foreman Henderson gave a quick 
glance over his shoulder at the speaker. 
Jim McLaughlin caught the look, flushed 
guiltily and muttered something to his 
companion. It was quite enough, how- 
ever, for Henderson. He now felt satisfied 
of Randy's innocence and the influences 
working against the young fireman. He 
was further convinced when, at break- 
fast the next morning, Kitty said to him : 

" Dad, is Randy drinking? " 

Henderson frowned; his answer was 
quite as evasive as was Randy's. 

"Who told you that?" 

"Why— Jim McLaughlin." 

"Has that fellow been around here?" 

"No, he stopped me down town yester- 

Road foreman Henderson made no 
further comment, but his brow was con- 
tracted in deep thought as he continued 
eating his meal. 

At noon he was walking up through 
the yard toward the station. As he was 
passing the 1102 as she lay to on the 
freight shed track, Randy beckoned 
guardedly from the cab. Henderson 
swung himself onto the switcher, inquir- 

"What's the trouble now. Randy?" 

Randy reached for his coffee flask and 
handed it to him, remarking: 

"I may be wrong, Mr. Henderson, but 
I believe it's got the same stuff in it as it 
had the other day. If" — he smiled a 
little weakly — "I guess I'm afraid to see 
for myself," he finished. 

Henderson unscrewed the top and 

"Hum!" he muttered to himself, "I 
thought so!" Aloud he said: 

"You're right. Randy! Wait until 
I get back." 

He concealed the flask in his pocket, 
swung off the engine and continued on 
his way toward the station. He returned 
shortly and when he was again in the cab 
covertly sUpped the flask back to Randy, 
whispering, as if he thought that there 
were eavesdroppers near: 

"It's all right now, Randy. I threw 
the stuff out and had the flask filled with 
coffee in the restaurant. I'm going to 
leave you now. Wait until I go before 
you drink it and then — " 

He lowered his voice still more. 

Randy paled slightly as he listened. 
Henderson paused a moment as he 
noticed the fireman's expression. 

"Do you think you can do it?" he 
asked anxiously. 

Randy drew a deep breath. 

"I'll try. If I succeed without falling 
I ought to have enough confidence in 
myself to take me safely through the 
rest of my life." 


Henderson took Randy's hand with an 
earnest grip. 

"YouHl have the advantage of being 
on your guard. You'll get through all 
right and it'll clear up things. Just 
think of—" 

''You and — Kitty. Yes, sir, I will, 
with God's help," interjected Randy 
ferventl}', as he warmly returned Hen- 
derson's handclasp. 

A few minutes after the road foreman 
had left, Randy took his flask and, in 
several great gulps, ostentatiously drained 
it. Then he hurriedly slipped on his 
coat and cap, looked surreptitiously 
about, jumped off the engine and walked 
at a quick pace toward* Eutaw Street. 
Leaving the yard, he turned north for 
one square, stood at the corner a moment, 
as if in doubt, then cut straight across 
into Conroy's saloon. 

Half an hour passed before he came out. 
His step was unsteady, his head dropped 
and his face was pale. He wiped his 
mouth suggestively with the back of his 
hand as he staggered through the swinging 
doors. As he reached the opposite side- 
walk there was a quick, light step beside 
him. He looked up. It was Kitty! 
Her blue eyes blazed angrily as she looked 
straight at him. 

''So, it's true, after all!" Kitty's red 
lips curled in scorn. 

Randy's heart was lead. 

"Listen, Kitty!" he protested, "I can 
explain — " 

"No you can't! My own eyes don't 
deceive me! I saw 3^ou come out of that 
saloon; that's enough!" 

Off she went up the street, her head 
in the air, her ej^es strangel}^ dry, though 
her heart was near to breaking. 

Randy gazed after her in dismay. 
Then, slowly, sadly, he started to return 
to the yard. After a few steps he sud- 
denly recalled Henderson's instructions 
and again his gait became unsteady, his 
eyes dull, and his head hung heavily. 
It wasn't a hard matter to keep his head 
down, anyway, for his thoughts were 
busy with Kitty. What must she think 
of him? Oh, but Mr. Henderson would 
straighten things out. Still, he didn't 
like the idea of Kitty thinking wrong 
of him, even for a short time. Surely she 

would suffer until Henderson could make 
the explanation. 

He reached his engine, climlxul aboard 
and indifferently began to get his fire uj). 
Billy Welch, who had just i-eturned from 
dinner, was going over his engine with an 
oil can. He eyed the fireman curiously 
and started to comment upon his absence^, 
l)ut Randy was busy at his fire. 

Suddenly out through the stack came 
the blackest, rankest smoke that ever 
polluted the air and aroused the ire of the 
smoke inspector. Like the Arabian 
Nights' genii that issued from the fisher- 
man's bottle, it rose from the funnel in 
one thick, evil mass, hanging low over 
the yard like a funeral pall in the still air. 
Randy looked up in consternation. 

"What the hell's the trouble?" roared 
Billy Welch, enraged. "Man, we'll have 
the 'super' down on us for fair." 

Randy was trjdng to locate the trouble, 
so he didn't answer. He was working 
desperately at the grates, to get the air to 
the fire. His efforts seemed useless, for 
the smoke continued in an ever thicken- 
ing, choking mass. He paused a moment 
to wipe his streaming, begrimed face, 
then once more he waded in to kill the 
smoke devil. 

Bill Welch stopped short in his futile 
profanity; his expression changed from 
rage to one of admiration for his fireman's 
struggle. Then, as if ashamed of his own 
inactivity, he, too, pitched in. Slowly, 
but surely, the fire brightened, the vol- 
ume of smoke thinned out and finally, as 
he sank down nearly exhausted, Randy 
had the satisfaction of seeing but the 
merest wisp of gray curling up from the 

"]\Ian, oh man, but the damage is 
done!" mourned Billy Welch. "Here 
comes the city's smoke inspector and the 
'super's' at his heels." 

The smoke inspector came up on a trot, 
with Mr. Allison a close second. The 
latter looked in surprise at the engine 
and turned to the inspector. 

"I don't know what you're talking 
about; that engine's all right. I don't 
see any smoke." 

The inspector laughed triumphantly. 

"But you didn't see it ten minutes ago. 
It was belching a regular black cyclone. 



I can get one of vour own men to prove 

"Get him and bring him to the office," 
said tlie superintendent tersely, tvu*ning 
away. ''I want you, too, Randy," he 
added. '' You'd bettei- come along now — 
you and Welch." 

The}^ picked themselves up slowly, 
climbed down and followed, Randy still 
breathless. As they walked up toward 
the station, road foreman Henderson 
joined them. Randy lifted a lugubrious 

"I guess Fm in for it this time," he 

Henderson smiled shrewdly. 

'Must wait and see," was all the con- 
solation he gave. 

Mr. Allison, who had already reached 
his office, looked up from his desk as the 
three entered. He was evidently not in 
the best of humor. 

''Randy," he began sharply, "did 
your engine make any smoke?" 

Randy nodded a little reluctantly. 

"Answer me; was there much of it?" 

"Yes, sir. I never saw so much from 
one engine in all the time I've been 

"And you call yourself a fireman, and 
an expert at that!" 

Randy felt as much like hanging his 
head as any rebuked school-boy. 

The door opened and in came the 
smoke inspector, followed by Jim Mc- 
Laughlin, who ej^ed Randy vindictively. 
The superintendent waved them to seats 
and continued his questioning. 

" What was the trouble with the engine? 
Do you know?" 

"I don't know, sir. I left the fire 
covered," answered Randy. 

"You left the fire covered; you mean 
you left your engine? I thought you 
stayed on your engine at noon when it 
was working the shed?" 

"I do— but— " 

"Where did you go?" 

"I— I—" Randy looked helplessly at 
road foreman Henderson, who volun- 
teered no help. 

Jim McLaughHn jumped up. 

"I'll tell you!" he almost shouted, in 
his eagerness to give his information. 

Mr. Alhson frowned. He didn't quite 
fancy McLaughlin's manner. But he 

"All right. Goon." 

"He went out of the yard and up to 
Gonroy's saloon. When he came back 
into the yard he was staggering. He was 
drunk! That's the trouble!" 

The superintendent straightened up 
and turned to Randy, asking coldl}'^: 

"Is that true?" 

" Partly so, sir. I — " again the fireman 
sent an appeahng glance to Henderson. 

"What do you mean?" demanded Mr. 

"Excuse me, sir, but may I ask Mc- 
Laughlin a few questions?" said road 
foreman Henderson, who seemed to have 
aroused himself from his reverie. Re- 
ceiving a permissive nod from the chief, 
he turned to McLaughlin. 

"McLaughlin, while the 1102 was at 
the roundhouse this morning and Randy 
was shining up some of the brass on the 
front of the engine, for what reason did 
you get into the cab of the engine?" 

McLaughlin paled. 

"I — er — needed a wrench." 

"Ah, you admit you were on the 
engine. But did you expect to find the 
wrench in Randy's lunch box?" 

"No, I — " McLaughlin's voice was 

"Well, why was it necessary to take 
Randy's coffee flask and pour the coffee 
out on the ground from the cab window?" 

"I didn't do that!" shouted M(s 
Laughlin excitedly. 

"I'm a liar then?" 

"My word's as good as your's." 

"Admitted. But not as good as 
mine and the word of the roundhouse 
foreman, who also saw you. Shall I get 

McLaughUn did not answer. 

"What are you trying to get at, 
Henderson?" interrupted the superin- 
tendent, somewhat irritably. 

"You remember when Randy was up 
before, he claimed that Uquor was substi- 
tuted for the coffee in his flask?" 

Mr. Allison nodded. 

"Well, there's the man who did that 

"It's a lie!" screamed McLaughlin. 



tell it," said Heiideison 


"Sit down!'' said the superintendent, 
telling; Henderson to go on. 

''McLaughlin, what were you doing at 
noon on the 1102, after Handy left it?" 

MeLaughlin giinily lefused to open his 

''All right, I 
turning to the 

' ' V o u 
know those 
cars of fuel I 
i-ejected last 
week? It 
was the 
dirtiest stuff 
I ever saw. 
I )een standing 
on the track 
next to the 
freight shed 
track, wait- 
ing for dis- 
One of them 
was close 
enough to 
the 1102 for 
to get up 
on it and 
throw some 
of the stuff 
d own on 
the tank 
of the en- 
gine. He 
d i d t h is 
a n d then 
to cover 
up Kandy's 
fire with 
it. That's 
the reason 

for the black 


McLaughlin scowled and arose with a 
swaggering gesture, sneering: 

"Oh, hell! There ain't no chance for a fel- 
low that don't stand in with the road fore- 
man around this road. I'm going to quit!" 

"No you don't, McLaughlin." The 
superintendent's voice broke in. "You 


don't quit. You're fired! And you'd better 
be pretty cjuick about going! We only 
j)ut you on because we were in a jam. 
I've always had my doubts about you. 
We don't want fellows of your stamp 
on the road. Railroading is a clean 
man's game. All right, inspector," he 
added turning to that official. "We'll 

pay t h a t 
fine, and 
we're not 
going to 
have any 
more cases." 
The smoke 
bowed and 
m a d e his 

asked Mr. 
"what about 
Randy go- 
ing to Con- 

"Oh," re- 
plied Hen- 
derson, " I 
s e n t h i m 
there. Last 
night I 
heard Mc- 
L a u g h I i n 
make some 
t h r e a t s 
about show 
ing Randy 
up, and I 
set a trap 
foi- him." 

"I see," 
sai d t h e 
c h 1 e f . 
"What did 
vou drink. 
*Ran(ly?" " 
, smiling. 


"Ginger ale," sai( 


"Well, my breath would ])rove it!" 

"Y^ou're game!" smiled Mr. Allison 
"Was it hard to keep away from tlu 

" Not as hard as I thought it would be." 



''Good for you." He took a letter 
from his desk and handed it to the fire- 
man. ''But I think Baltimore Termi- 
nals will have to get along without you 
after all — I'm sorry." 

Randy, puzzled as to the meaning of 
the last words, took the letter half-heart- 
edly. Then as he read, he broke into a 
smile of joy. 

"For me?" he gasped. "Mr. Allison, 
I can't express my thanks!" 

"Never mind, Randy. It's yours if 
you want it. You'd better get ready at 
once. Welch!" he turned to the engi- 
neer, who had been a silent listener to the 
proceedings, "You'd better get another 
fireman for this afternoon!" 

Randy, as he left the office, gleefully 
handed the letter to Henderson, whose 
eyes gleamed as he read it. 

"Congratulations, my boy," he said 

Rand suddenly sobered. 

"But Kitty!" he exclaimed. "She saw 
me come out of Conroy's!" 

"The devil she did! Well, never mind, 
I'll fix it; but let's hurry." 

Kitty received her father, who entered 
the door first, with a convulsive embrace, 
burying her head on his breast and burst- 
ing into tears. 

"What's the matter, Kitty?" asked 
her father, tenderly brushing her hair 

"It's— it's Randy," she sobbed, lifting 
her flushed face. "He is drinking! I 
saw him come out of Conroy's!" Then 
for the first time noticing Randy, who 
stood hesitating at the door, she turned 
disdainfully away. 

"Wait, Kitty!" said Henderson. "Lis- 
ten." Then he explained. When he had 
finished, she came over and stood shyly 
before Randy. 

"Oh, Randy! I'm so sorry to have 
thought so badly of you!" 

Randy, disregarding her father, drew 
her close to him. 

"It's all right, Kitty; but look—" 
and he proudly exhibited the letter. 

She took it and read slowly: 

"My Dear Allison: 

I need an assistant road foreman in our 
Terminals, one who can make it as smokeless 
as are your Terminals. I've heard good re- 
ports of a young fireman on your division 
named Randy Williams. Caa you let me have 
him for the position? If so, send him on at 



"Oh, Randy," exclaimed the excited 
girl, "I'm so glad. Are you going?" 

"Yes," he said, hesitatingly, "if — 
Kitty," he looked doubtfully at Hender- 
son, "you go with me." 

Henderson smiled his consent, as 
Kitty, too, turned eagerly toward him. 
. , ^^ 



By Maxwell Droke 


Don't live on canned conclusions! Have convictions of your own, and stand by 
them till the race is won. 

Back of every forward stride which civilization has taken since the advent of time, 
you will find a man with original ideas — a man who never wavered until those same 
ideas were carried out in their entirety. And, as he labored, Humanity looked over 
his shoulder, listened and learned — and then leaped upward another length on the 
Road to Realization. 

The bunco man, the gold-brick vendor and the "slick feller" in business are per- 
sonages of the past. The Thinker has displaced them, and now reigns supreme as King 
of our country's commerce. 

For the man with the original ideas, Prosperity is always paramount, while the dealer 
in second-hand ideas is forever in a rut. 

It is foreordained that a small and select congregation shall ride in the Band Wagon 
of Success, and that the rank and file shall march behind and take their dust. 

Which mode of travel have YOU selected? 

Are you going to drift with the tide or will you — THINK ! 

Superheated Steam For Locomotives 

By W. C. Garaghty 

Air Brake Inspector on the Baltimore and Ohio Southwestern and the Cincinnati, 
Hamilton and Dayton, Cincinnati, Ohio 

It is hard to write a comprehensive, clear and at the same time interesting 
paper on so important and technical a subject as this. Yet Mr. Garaghty has 
succeeded in doing this admirably. The treatise was originally presented at the 
Division Engineers' Meeting at Cincinnati in August, 1915. It will pay every 
employe to read it. 

S the superheated steam loco- 
motive has unquestionably come 
to stay, we beg your indulgence 
this evening in order to bring up 
some points that we know are of vital 
interest to the enginemen. 

As a prehminary, it might be stated 
that the object of superheating the steam 
after it leaves the boiler and before it 
reaches the steam chest and cylinders, 
is principally for the purpose of dry- 
ing the steam, that is, removing the 
moisture suspended in the boiler steam, 
which is generally referred to as saturated 
steam. B}^ raising the temperature abovo 
that proportionate to the pressure at 
which it is generated, suspended moisture 
l)ecomes evaporated and the steam enters 
the steam chest and cylinders in a dry 
state, and at a higher temperature than 
that corresponding to the steam pressure 
in the steam boiler, and thereby prevent- 
ing the cylinder condensation. By its 
use, therefore, steam can be very effi- 
ciently utihzed; increasing the locomotive 
capacity, reducing the fuel and water 
consumption in ratio to the amount of 
work performed in comparison with 
saturated steam under similar conditions, 
and this without any additional strain 
on the boiler, flues and firebox. 

The use of superheated steam in loco- 
motive service is a comparatively recent 
practice in this country. In 1907 there 
were 2,000 locomotives in the world 

equipped with superheaters; of this num- 
ber only eight were credited to the 
United States. Since that time, however, 
many locomotives in this country and 
Canada have been equipped with super- 
heaters, and the practice seems to be 
spreading very fast all over the country, 
because the advantage of superheated 
steam in comparison with saturated 
steam, at least in simple engines, is now 
v/ell recognized, on account of its in- 
creased locomotive efficiency and economy 
in water and fuel consumption. 

We are all aware that heat is the source 
of power, and in locomotive practice we 
use the heat energy stored up in the fuel 
by imparting the energy to water and 
converting the water into steam. Steam, 
therefore, is simply the medium through 
which the energy of the heat in the coal 
is transmitted. When heat is added to 
water, it converts the water into steam; 
the steam being confined within the hmits 
of the boiler naturally increases in pres- 
sure as more heat is added to the water, 
thereby making more steam. If the 
water were boiled in an open vessel it 
would all be converted into steam at a 
temperature of 212 degrees F. and the 
steam would have the same temperature 
as the water from which it was produced, 
and its pressure would be equal to the 
pressure of the atmosphere. Where steam 
is generated in a closed vessel, such as 
a locomotive boiler, the generation of the 



steam increases the pressure on the water, 
and consequently as more steam is desired 
more heat must be imparted to the water. 
As this heat is retained in the water and 
steam, it is clear that as more heat is 
added to the water the resulting tem- 
perature of both the water and the steam 
will be increased in proportion to the 
heat added. Consequently as the gen- 
eration of more steam increases the 
pressure on the boiler, and as it takes 
more heat to genei-ate more steam, it is 
plain that steam of a high pressure will 
have a liigher temperature than steam 
of a lower pressure. The temperature 
of the steam and the water from which 
it is formed, as long as they remain in 
contact as in a locomotive boiler, is 
always the same, and for every ])ound of 
l)ressure there is an ecjuivalent degree of 
tempc^rature. Thus, for instance, if \hv. 
l)()il(M- pressun^ is equal to fifty i)()un(ls 
per scjuare inch, the tempcM-ature of the 
water and the steam will be 297.5 degrees 
F. If the boiler pressure is 150 pounds 
per square inch, the temperature of the 
steam and water will be 365.6 degrees F., 
nnd at 200 pounds boiler ]:)ressure th(^ 
temperature of the steam and water is 
1^87.6 d(^grees F. ; and so on. 

Steam in contact with the water fi'oiii 
which it is generated and having the same 
t(Muperaiure as the water is known as 
saturated steam. The steam ordinai-ily 
used in locomotive boilers in iwery day 
service is saturated steam. When satu- 
rated steam of a certain pressure and 
certain temperature is permitted to flow 
from the boiler into another vessel, such 
as a locomotive cylinder, and the supply 
then cut off, the steam admitted into the 
second vessel or cyhnder will naturally 
expand to fill the cylinder and in expand- 
ing, its volume is increased, while its pres- 
sure and temperature are decreased in 
the same ratio. If the locomotive 
cyUnder were at the same temperature as 
th(^ steam that is admitted to it, there 
would be no loss in steam pressure except 
that due to its expansion. This, however, 
is not the case, as the exposed parts of the 
locomotive, such as the steam chests and 
cylinders, are always cooler than the 
steam that is being admitted to them. 

The natural result is that the steam 

must first heat up the steam chests and 
cylinders to its own temperature. In 
doing this the steam gives up a portion of 
its heat, and when heat is taken away 
from saturated steam, its pressure is 
decreased in a corresponding ratio. For 
instance, it has been shown that the 
temperature of steam at 150 pounds 
pressure was 365.6 degrees F., and in order 
to raise the pressure to 200 pounds it was 
necessary to add sufficient heat to in- 
crease its temperature twenty-two degrees, 
or to 387.6 degrees. As previously stated, 
steam of a certain pressure always has a 
certain temperature, so it is plain that 
if the steam first admitted into the 
cylinder has a pressure of 200 pounds to 
the square inch with a resultant tem- 
perature of 387.6 degrees, if after the 
valve cuts off the supply of steam to the 
cylinder the steam gave up twenty-two 
degrees of heat to raise the temi)eratin(^ 
of the cyhnder, the tenipej-ature of the 
i-emaining steam would be 365.6 degrees, 
and consequently its pressure would be 
1 50 pounds. This is where the loss comes 
in, in handhng saturated steam; as the 
steam must always first upon entering a 
cylinder give up a fmrtion of its heat, 
it naturally loses in pressures in i)rop()r- 
tion to the amount of heat given up. 
These In^at losses are always greatest 
during admission, but continue during 
expansion and after the valves have cut 
off the supply of steam. Now, if som(; 
method can be introduced to avoid thes(^ 
losses, it is plain that the efficiency of the 
locomotive will })e increased in lik(^ 
ratio. It is for this purpose that steam 
is superheated. 

Steam cannot be superheated as long 
as it is in direct contact with the water 
from which it was generated, as in this 
case the heat would naturally be applied 
to the water instead of to the steam, and 
the result would simply be more steam at 
a higher pressure instead of superheating 
the steam itself. Therefoje, if heat is to 
be added to the steam it nmst be dont^ 
after the steam iias been taken from 
actual contact with the water. Conse- 
quently in order to superheat steam, i. e., 
add heat to the steam, it is allowed to 
flow through a series of small pipes which 
themselves come in direct contact with 



the hot gases from the fire. In this 
manner the heat of the gases is appHed to 
the steam itself and not to the water, the 
result being that the steam passing 
through these superheater elements, has 
a higher temperature than the water 
from which it was generated, while its 
pressure remains the same. 

Going back again to the first part of this 
(question, where it was shown that satu- 
rated steam at 200 pounds pressure has 
a temperature of 387.6 degrees, we can see 
that if we add to this steam twenty-two 
degrees of heat, thereby raising its tem- 
perature to 409.6 degrees, and then take 
away these twenty-two degrees of heat, 
it would still leave the temperature 
387.6 degrees, and consequently our 
pressure would still be 200 pounds per 
square inch. This, then, shows how 
adding heat to steam after it has been 
separated from direct contact with the 
water will allow us to again take away 
the heat added without in any way 
decreasing the pressure of the steam. 

We showed in the first example how, 
by taking away twenty-two degrees of 
heat from saturated steam at 200 pounds 
pressure, in order to warm up the cy finder 
walls, the pressure of the steam in the 
cylinder was reduced to 150 pounds, and 
in this case we show that if this addi- 
tional heat is first added to the steam it 
can again be taken away without in any 
way affecting the pressure. 

The fact that superheating steam over- 
comes the losses due to condensation, 
has been known as long as steam has 
been used, although its practical applica- 
tion to locomotives has been of compara- 
tively recent date. The first attempts 
at superheating steam for locomotive use 
were made by trying to utilize the waste 
heat of the gases in the front end, that is, 
passing the steam after it left the dr> 
pipe through a series of small tubes, or 
pipes, located in the front end where the 
temperature was slightl} increased. This 
type of superheater is known as the low 
degree, and is t^^e same type as is now 
known as the Baldwin supc^rheater. With 
this design it was soon found that the 
temperature of the steam could be in- 
creased but a \ery small amount, ranging 
from twenty-five to forty degrees, and 

this increase in temperature was hardly 
sufficient to overcome all the losses du 
to condensation. 

In order to obtain a high degree o. 
superheat. Professor Schmidt, of the 
Prussian State Railways of Germany, 
began experimenting with a superheater 
termed the smoke tube superheater, in 
which the superheater elements or small 
tubes through which the steam passes on 
its way from the throttle to the cylindei's, 
were located in large tubes or flues, ex- 
tending from the front to the back flue 
sheet, and therefore, instead of using the 
waste heat in the front end, he used the 
direct heat coming from the hot gases in 
the fire box, as these gases passed 
through the large tubes in which the 
superheater elements are located. By 
bringing the steam in contact with this 
direct heat he was able to increase the 
temperature of the steam anywhere from 
150 to over 200 degrees, depending 
altogether on the immber of superheater 
elements and the length of the small 
tubes of which the elements were com- 
posed. After a series of experiments ex- 
tending over a period of about five years, 
he proved conclusively that it was neces- 
sai'y to raise the steam temperature to at 
least 570 degrees P\, in order to obtain 
perfectly superheated steam free from 
intermixed wet or saturated portions, and 
also proved that the coal and water con- 
sumption were considerably increased 
whenever the temperature fell to an.\' 
appreciable extent below that figure. 
This shows that the efficiency of the 
locomotive depends very largely upon the 
temperature to which the steam has been 
raised, and that the more heat you add 
to the steam after it has been separated 
from contact with the water in the boiler, 
the more efficient the locomotive becomes. 

In handling a superheater locomotive, 
i:)articular attention should be given to the 
damper arrangement to see that it o{)ens 
and closes freely with the opening and 
closing of the throttle. If the damper 
does not open, as can be observed by the 
position of the counter-weight, no super- 
heat will be obtained; neither will the 
engine steam freely. In this case, the 
first thing to do is to see if all connections 
are intact; then move the comiter-weight 



in on the counter- weight arm. If moving 
the counter-weight in does not allow the 
arm to rise when the throttle is opened, 
the damper should be blocked open, 
which can be done by raising the counter- 
weight arm with the hand and blocking 
under it, and it should be left in this 
position until an opportunity presents 
itself to examine the damper cylinder and 
locate the trouble. To do this, first dis- 
connect the steam pipe of the damper 
cyhnder and open the throttle to see if 
this pipe is open. If it is found open, see 
if the opening into the damper cylinder 
is clear. Next see if the drip cock is 
open, for if this is stopped up, the damper 
cylinder will become filled with water 
and thus prevent its opening. If this is 
also found open, take out the damper 
piston, as the probabihties are that the 
packing rings have become broken or 
otherwise affected. Make repairs on the 
road if possible; if not, keep the damper 
blocked up when working steam, and 
close it by hand when necessary to shut 
off for any considerable distance. 

On some roads where no danger was 
anticipated, or where the necessity of the 
damper was not fully realized, the dam- 
pers were removed. We note, however, 
that they are being reapplied again, as it 
has been found easier and cheaper to 
maintain the damper arrangement in 
working order than to remove the super- 
heater elements. The foregoing applies 
only to road engines. Where super- 
heaters have been applied to switch- 
engines, the damper arrangement is 
directly opposite to that used in road 
service. Instead of the damper cylinder 
being connected to the steam chest it is 
connected to the blower pipe, the counter- 
weight being so arranged that the damper 
is always open, except when the blower 
is being used. Opening the blower will 
close the damper, and closing the blower 
will open the damper. The reason for 
this difference between switch and road 
engines is, that on a switch engine, the 
rate of combustion is never as high as 
on a road engine, and consequently the 
fire box temperatures do not attain the 
same degree, thereby lessening the pos- 
sibility of burning out the superheater 
elements. Again on a switch engine, the 

intervals between open and closed throttle 
are much shorter than on a road engine; 
in fact, the intervals during which the 
throttle is closed are usually so short 
that there is little danger of the super- 
heater elements attaining a sufficient 
temperature to cause any material 
damage. On the other hand, were the 
damper arrangement the same on a switch 
engine as on a road engine it is evident 
that no superheat would be obtained 
until after the engine had been worked a 
sufficient time to bring the superheater 
elements up to a high temperature, and 
as it is desired to obtain the full benefit 
of superheat in the switch engine, as well 
as the road engine, it is necessary that 
the steam be superheated immediately 
after it leaves the throttle and before it 
gets to the cyUnders, and in order to 
accomplish this the superheater elements 
must be kept at a high temperature, so 
that the steam passing through them will 
immediately take up the heat. The 
superheater elements being maintained 
at a high temperature will also evaporate 
any water that may be carried into them, 
due to the sudden opening of the throttle, 
as frequently occurs in switching service. 

While as a general rule a superheater 
steam locomotive is handled in practi- 
cally the same way as a locomotive using 
saturated steam, yet, in order to enable 
those operating the superheated steam 
locomotive to obtain the maximum effi- 
ciency therefrom, as well as to correct 
some prevailing false impressions, it is 
thought advisable to embody in this 
paper a few words relative to its correct 

As before stated, the efficiency of a 
superheated steam locomotive depends 
entirely upon the degree of superheat, 
and the superheat obtained depends 
largely upon the rate of combustion, and 
also the condition of the fire. A dull, 
red smoky fire always indicates low fire 
box temperatures, and naturally where 
the fire box temperatures are low the 
amount of superheat absorbed by the 
steam passing through the superheater 
elements will be correspondingly low. 
For this reason, the fire should always be 
maintained as bright as possible. This, 
of course, means that the locomotive 



must be so drafted as to steam freely; 
that a sufficient air opening into the ash 
pan and through the grates must be pro- 
vided; that preferably a brick arch be 
used, and that the firing, that is, the num- 
ber of scoops per fire, should be as light 
as possible consistent with the work 
required from the locomotive. In draft- 
ing a locomotive using superheated steam, 
the nozzle can be reduced below the size 
commonly used for a locomotive with 
corresponding cylinder diameters using 
saturated steam without the nozzle re- 
duction resulting in any increased back 
pressure. This is due to the fact that 
superheated steam is much more lively, 
and consequently escapes more readily, 
and also to the fact that where a locomo- 
tive uses superheated steam there is not 
that extra volume of steam to be expelled 
from the cylinder at the termination of 
the stroke that there is from a locomo- 
tive using saturated steam. The extra 
volume of steam to be expelled, above 
referred to, is that due to the re-evapora- 
tion that takes place in the cylinders of 
a locomotive using saturated steam just 
about the time that the stroke is nearing 

The Lubricator — When superheated 
steam was first introduced, it was thought 
that the hydrostatic lubricator could not 
successfully deliver oil to the steam chest, 
and that it would be necessary to resort 
to the force feed lubricator. Extensive 
tests have proved, however, that the 
hydrostatic lubricator, if correctly applied 
and properly handled, will deliver oil to 
the valves and cylinders of a locomotive 
using superheated steam just the same as 
one using saturated steam. But the 
lubricator must be given a show, and in 
order that it may get oil into the cylinder, 
you must maintain a constant circulation 
of steam between the lubricator and 
steam chest through the tallow pipe, be- 
cause when circulation stops, condensa- 
tion takes place, you get a water seal in 
the tallow pipe and it holds up the oil. 
Boiler pressure must be maintained in 
the lubricator, and this means that the 
steam valve must be run wide open, and 
this steam pipe leading from the boiler 
to the lubricator must he greater in area 
than the combined area of the two oil 

pipes. The lubricator must be set at 
such a height that the tallow pipes will 
have a gradual fall to the steam chests. 
Choke plugs must be given some atten- 
tion also. 

Lubrication— When superheated steam 
was first introduced, it was the general 
opinion that a considerable increase in 
valve oil would be necessary, and also 
that a different quality of valve oil would 
have to be furnished. While a slight 
increase in valve oil is necessary, it is 
due to the increase in cylinder dimen- 
sions. That is, the supply of oil should 
be increased in proportion to the area to 
be lubricated. 

So far as the quality of the valve oil is 
concerned, the valve oil furnished by the 
Galena Co. and known as Perfection 
valve oil, will answer every requirement. 
While it is true that the flash point of 
Perfection valve oil is lower than the 
temperature obtained with superheated 
steam, yet this does not prevent the oil 
from fulfilling its functions. In the first 
place the lubricating quality of the oil 
can be destroyed in but two ways; first, 
by combustion, and second by com- 
pression. As Perfection oil can readily 
withstand any pressure put upon it in a 
locomotive valve or cylinder, the latter 
item can be disregarded. Consequently, 
it is only necessary to take the matter of 
combustion into consideration. Com- 
bustion of any combustible can only take 
place in the presence of oxygen, as it is 
necessary for the oxygen to combine with 
matter in order to produce combustion. 
In locomotive cylinders while working, 
steam oxygen is present, but it is com- 
bined with hydrogen, and consequently 
cannot under any circumstances produce 
combustion, regardless of the temperature. 
Therefore, the oil fed into the cylinder is 
simply vaporized and thoroughly inter- 
mingled with the steam. As any oil can 
be converted into vapor when raised to a 
certain temperature, it can likewise be 
liquified again or converted back into 
oil when the temperature is again re- 
duced below the point of vaporization. 
In a locomotive cylinder using steam, the 
temperature varies with the travel of 
the piston; that is, at the beginning of the 
stroke the steam is at its highest pressure 



and highest temperature. After the 
steam has been cut off by the action of 
the valve, it expands with the' movement 
of the piston, and in expanding its pres- 
sure and temperature are Hkewise reduced. 
And while the temperature at the begin- 
ning of the stroke may have been above 
the vaporizing point of the oil, yet at 
the termination of the stroke it is below 
the hquifying point of the oil. Conse- 
quently, while the oil is vaporized when 
first introduced, it becomes Hquified 
again before the stroke is completed, the 
liquefication taking place at the coolest 
points, which are naturally the cylinder 
walls, and consequently the oil is de- 
posited exactly where wanted. 

There is only one condition under 
which improper lubrication due to the 
combustion of the oil, can take place on 
locomotives using superheated steam, 
and that is at the instant that the throttle 
is closed. In other words, the only 
time that there is any danger of destroy- 
ing the lubrication in the cylinders of an 
engine using superheated steam, is imme- 
diately after the throttle is closed. 
Therefore, when using superheated steam 
the throttle should be closed slowly. 
When working steam right along, the 
valves and cylinders become heated to 
the temperature of the steam and all the 
oil that has been carried into the cylinders 
is present in the form of vapor and at a 
temperature ready to flash under proper 
conditions. These conditions, as already 
stated, are the admission of free oxygen; 
consequently, if with the cylinders heated 
above the flash point of the oil, the 
throttle is suddenly closed; air, which 
contains the oxygen, is admitted to the 
cylinders — the oxygen combining with 
the oil, producing combustion. To over- 
come this feature many roads have 
adopted the use of the drifting valve, 
which is a valve that continues to admit 
steam to the valves and cylinders when 
the throttle is closed, thereby keeping 
a sufficient quantity of steam in the 
cylinders to prevent the combustion of 
the oil. The drifting valve is not an 
absolute necessity, as the combustion of 
the oil can readily be overcome by a 
little care on the part of the engineer. 
When in stopping, if the throttle is left 

partly open, so as to admit just a little 
steam into the cylinders, and left open 
until the cylinders have cooled down 
below the flash point of the oil, which 
only requires a few moments, the com- 
bustion of the oil will not take place. 

Having explained the object of super- 
heating, and how superheating over- 
comes the losses due to condensation, 
let us consider the method of starting 
locomotives. While the evils of incor- 
rect starting of a locomotive are practi- 
cally the same for both the saturated and 
superheated steam locomotive, yet, on the 
whole, incorrect methods of starting 
have a worse effect on the superheated 
steam locomotive than on one using sat- 
urated steam. In the first place, we 
undei'stand that, in order to maintain 
or obtain the maximum degree of super- 
heat, it is necessary that there be a frec^ 
and unobstructed passage of the hot 
gases through the large smoke tubes and 
around the superheater elements. In- 
correct starting of a locomotive — and by 
that we mean putting the lever down in 
the corner, pulling the throttle wide open 
and slipping the engine for quite a num- 
ber of revolutions — results not only in 
tearing up the fire, but in drawing small 
particles of half consumed fuel into the 
large smoke tubes. These particles of 
fuel lodging against the superheater 
element supports will gradually have a 
tendency to stop up the large smoke 
tubes, so that the gases cannot pass 
through them and the result will not only 
be a poor steaming engine, but a very 
inefficient engine, due to the reduction 
in superheat. Therefore, engineers and 
especially the firemen should be inter- 
ested in the proper starting of the loco- 
motive. The engine crews must under- 
stand, however, that while the round- 
house force is responsible for the condi- 
tion of these tubes leaving the terminal, 
the responsibility for the tubes stopping 
up after leaving the terminal frequently 
rests with the engine crew, and is the 
result of improper starting, and also of 
shaking the grates vigorously when the 
engine is being worked hard. 

Another of the evils due to incorrect 
starting of a superheated steam locomo- 
tive that obtains in districts where the 


water is what is termed bad — that is, 
has a tendency to foam, or is charged 
with scale forming matter — is that where 
an engine is not started correctly more or 
less water is drawn through the super- 
heater elements. As the tempeiature 
of these elements under normal conditions 
is above the temperature of the water 
passing into them, the greater part of 
this water is re-evaporated, and when so 
re-evaporated deposits on the insides 
of the superheater elements such scale- 
forming matter as the water may con- 
tain. As scale is a non-conductor ot 
heat, it is plain that if the practice of 
working water through the superheater 
elements is kept up there will eventually 
be a heavy deposit of scale on the interior 
surfaces of the superheater elements, with 
a corresponding reduction in their heat- 
ing conductibility, so that these scale- 
coated tubes will not allow the same 
amount of heat to penetrate that a clean 
tube will, and will thus reduce the amount 
of superheat that can be obtained in 
the steam passing through them. 

In closing, the following ''Don'ts," 
taken from a committee report of the 
TraveHng Engineers' Association, are 
worthy of careful consideration : 

Don't expect too much out of the 
superheater; it is not intended to over- 
come blows or supply steam leaks or 
square valves, and it is Kke some chil- 
dren — 'Svon't keep itself clean." 

Don't forget in switching that there 
is more steam between the throttle and 
cyhnders with the superheater than with 
the saturated steam engine — the super- 
heater holds some. 

Don't carry water too high just because 
you don't hear any in the smoke stack. 
You might be using your superheater to 
l)o)l water, instead of heating steam. 

Don't think because your engine steams 
that you are getting the full value of the 
superheat; your engine may not })e calling 
for the capacity of your boiler. 

Don't close your throttle entirely on 
road engines until you get going (juitc 
slowly; your cylinder lubrication will he 
much better. 

Don't shake the grates violently when 
the engine is working hard (we know it 
is easier, because we have done it, but it 
w^as wrong), it causes the tubes and 
superheater units to choke up more 

Don't rake the fire so much; it causes 
the flues to stop up. There are only 
two reasons why a fire should be raked; 
one, because too much coal is used, and 
the other, because it is not put in the 
right place. 

Keep after the terminal forces to clean 
the superheater units. Watch this a 
little when you have an opportunity. 
You are liable to find them using anything 
from a short flue auger to a IJ^ inch pipe. 
They should use pipe about ^ inch, 
long enough to go through the flues, and 
this should be used with a high air pres- 
sure, along with suitable hooks and 
scrapers to clean fully the superheater 
units. If it is not done this way the\' 
will not be clean, and the money invested 
in the superheater is worse than wasted, 
because you will then have a saturated 
steam engine, with a low pi'c^ssure boiler. 
with decreased heating surface, impaired 1 
water circulation, drafted too strong 
through lower flues, causing holes to 
come through the fire near the flue sheet, 
which has a tendency to make them 
leak. If this is allowed, you have a low 
pressure saturated steam engine with 
i)ig cylinders, and generally nothing to 
put into them. 




Joseph A. Byrne 

Gardener Extraordinary of the Baltimore and Ohio 

— 4. — 


HE armies of modern industry march to their victories through smoke 
and grime, accompanied by the clang of hammers and the shrieking of 
whistles. Beauty, in the turmoil of the day's work is a thing lost 
I sight of — temporarily forgotten. This is especially true of the giant 

I industry of railroading. Our work, often picturesque and occasionally heroic, 

I is always utilitarian. So it is quite natural that the Company should em- 

j ploy an unusual man for a very unusual job. 

f The life work of Joseph A. Byrne, Gardener Extraordinary of the Balti- 

I more and Ohio, has been the creation of beauty. He travels our road 

I from end to end, and wherever he stops, velvety lawns, bounded by well 

j clipped hedges, appear to rest the travelers' tired eyes, and flowers blossom 

j in the sunshine. 

I His life is reflected in the character — yes, in the face — of this fine, sturdy 

I old gentleman (he was born back in '51, but you would never guess it). For 

j he is as attractive as the summer sunshine and as kind as his own well-loved 

i Maryland hills. 


I Although Mr. Byrne's formal entry into our service occurred in 1 873, his 

I connection with the Baltimore and Ohio antedates that by several years. His 

i father, Andrew Byrne, was baggagemaster at Relay during the stirring days 

j of the Civil War, and helping him in his work is among Mr. Byrne's earliest 

j recollections. 

j Mr. Byrne served as gardener on the Baltimore Division from 1873 to 

j 1 899, when he left the service. Old associations were strong, however, and a 

I year and a half later he was back. In 1911 he was promoted to his present 

j position of gardener of the entire System. 

j Although gardening is his master passion, he is a lover of all nature. He 

I knows the call and the habits of every bird that frequents the woods around 

j Relay. The fish that swim the Patapsco (Mr. Byrne shakes his head a little 

I sadly when he recalls how many more of them there were in the "old days") 

i are friends of long standing. The history and the natural charm of Relay, 

I where he has always made his home, is an open book to him. But, unlike men 

I of smaller vision, who are devoted to some one place, he can see beauties 

j wherever he travels. There is scarcely a mile on our line, he says, that does | 

I not disclose some pleasing prospect to the seeing eye. His activities are many. i 

I The historical sketch of Relay which will appear in the next issue of the 1 

I Magazine is his work — in fact, he is Grand Master of the local historians of I 

I Relay. He has also contributed papers on gardening to periodicals devoted j 

j to that subject, and we are looking expectantly for an article by him on the | 

I subject of railroad gardening. A well informed, charming, clean-minded | 

I gentleman, he has never attempted to climb to the seats of the mighty, but | 

j is content with the humbler joys in which we all can share — a happy home, 

I God's birds and flowers and the clean wind sweeping over the hills. 

Prize Story Contest 


HE winner of the first monthly prize will })e an- f 

nounced, and the prize story pul)lished in the j 

I "^ June issue of the Magazine. I 

I While the number of stories submitted has been j 

j encouraging, in general their quality has not been as f 

I high as we had expected and hoped. We are desirous of j 

I continuing the competition indefinitely, and are looking j 

i forward to the receipt of many good stories. | 

f There is story material all about us. Railioad life f 

I is rich in incident, local color and romance. Too many f 

I of the stories so far received have dealt with wrecks. I 

I . ..... i 

1 While the use of wrecks is permissible in working out ! 

I the story plot, they are not a pleasant subject and, I 

j after all, so seldom occur now-a-days that they are a rare j 

j factor in railroad life. | 

I I 

1 The engineer driving his iron steed through storm I 

and darkness, the telegraph operatoi on his lonely night I 

trick, the humble track walker guarding the lives of f 

thousands of passengers — these are i)icturesque figures, f 

j rife w^itli romantic possibilities. Then, too, our railroad f 

is ricli in historic interest. The quaintly fascinating j 

early days of railroading, and the stirring years of the j 

j Civil War — in which our road played an important I 

j part — are full of interest and form a delightful background j 

j for stories short or long. With all these possibilities at j 

I hand it seems that the Baltimore and Ohio employe who f 

f decides to try his or her hand as a writer of fiction need j 

I not go far afield to obtain the mateiial, scenes and | 

I characters for an interesting story. I 

! Full details of, and conditions governing the Prize | 

I Story Contest were published on page 10 of the March f 

I issue of the Employes Magazine. i 

I i 

I ^ _____ ^ ^ _ ^ _ __ _ ^ _ __ 11 


Standards and Practices 

Address of J. T. Carroll, Assistant General Superintendent 
of Motive Power, at Deer Park Operating Meeting 


Mr. Chairman and Gentlemen: 

After listening to the many admirable 
reports and suggestions on how econom^y 
has and may be effected, it is natural that 
my mind should turn to a few of the 
ways we have been making savings in 
the Motive Power Department. 

The electric welding of flues is one of 
the points brought out by Mr. Barnum 
and this is one of the principal methods 
by which we hope to save a considerable 
sum of money, both in the maintenan(;e 
of equipment and in the operation of 
locomotives. We have had three electric 
welding machines for the last two years 
and we recently purchased seven more. 

You may remember that when we got 
our first super-heaters some three years 
ago, the large super-heater tubes gave us 
a good deal of trouble — in fact, we 
worked them over so often and so hard, 
trying to keep them from leaking, that in 
as short a time as three or four months 
they had to be renewed. As we could 
not renew these tubes for less than one 
dollar, and as there were from 34 to 48 
tubes in each locomotive, it was pretty 
expensive. And in addition to the ex- 
pense we had a great deal of trouble with 
leaking tubes. Since we have been 
equipped with the electric welders, leak- 
ing super-heater tubes have practically 
been eliminated. We are also using these 
electric welders to weld small flues, and 
we think that we will be able to run both 

the largo and small flues for three years, 
the time allowed by the Federal authori- 
ties. In the past we have not been able 
to average over twelve months for a set 
of tubes. You can see that the electric 
welder is going to save us a good deal of 
money in the maintenance of equipment, 
not taking into consideration what it 
will save in operation. This, I believe, 
will be a very large sum. 

Everything we have on a locomotive or 
car costs us money to maintain, and if it 
is possible foi us to eliminate parts, 
whether on locomotives, cars or machine 
tools in our shops, and still get good re- 
sults, the unnecessary parts should go. 
I would like to suggest that you study 
the function of every part on locomo- 
tives and cars, and see if some parts 
can not be eliminated without loss of 
efficiency. In present day railroading 
it is necessary that we make use of 
stokers, super-heaters and ever3'thing 
that gives us a good return foi- oui- 
money, but, to offset this, I thmk thai 
we can do away with many unnecessary- 

I have in mind one little part that I 
have tried for a long time to eliminates 
It is a tank cock on the side of the 
locomotive tender. Some j^ars ago the 
water used in the tank was suitable foi- 
drinking and we used the cock to draw it 
for that purpose. We still maintain 
this part, although the water is now 


hardly fit for use in the boilers. In carry so many patterns in stock. Take 

addition to costing about one dollar a driving boxes as an example. We have 

year to maintain, water drips from this different sized driving boxes for six 

useless part, in winter causing ice to form different classes of engine. By a little 

on the side of the tank. We have tried redesigning and scheming we have built 

to get the cock off two or three times, a new one which we can use on all six 

but as yet have been unable to persuade classes. That saves us from carrying 

ourselves that it is the proper thing to do. excessive stock. I know of one class of 

Another way to save money on equip- engine on which it takes 21 patterns to 

nient is to standardize parts. We have fit out the fire-box with a complete set 

something like 130 different classes of of grates. We have redesigned the 

locomotives, which we have built at fire-box and have eliminated 15 patterns, 

different times, or become heir to when we Not only that, but the design of grate bar 

bought up other roads. If we can con- we have applied to this class engine we 

solidate or redesign parts so that they figure upon using on a number of other 

can be used on more than one class we classes, by redesigning the side frames, 

can save a great deal of money; not only I believe that by the use of methods such 

in shop practice, by manufacturing in as these we can save large sums of money 

larger quantities, but by not having to for the Baltimore and Ohio. 

I™"" " "°'"'""'"""'' "■■'"™™-"'"™ -"~'™"° '"""""° — ° ""'° " " " " ° ° •* 

I Will If You Will 

By Dr. Frank Crane 


i I will if you will, not believe evil of any person until I know it surely. 

I I will if you will, never repeat any disparaging remark I hear of anybody. 

I I will if you will, never look for slights, think anyone has meant to offend me, or be sensitive or i 

I suspicious. This is always a sign of weakness, of an anaemic personality. I 

I I will if you will, go away and lock myself up while I have the glooms and not afflict my depress- i 

I ing mood upon others. | 

I I will if you will, be cheerful when I meet the other members of the family, and if I am not | 

I cheerful, and can't be, I will put on cheerfulness and act the part as well as I can. | 

I I will if you will, answer letters as soon as I get them, at least acknowledge them by postal | 

I card and promise to write later. ' | 

i I will if you will, not neglect my friends, but studiously neglect my enemies. | 

I will if you will, be as polite and charming to my children, my parents, and my brothers and j 

sisters, as I am to strangers. I 

I will if you will, practise how to be a good fellow without profligacy, funny without coarseness, j 

strong without cruelty, successful without boasting, entertaining without being a bore, and moral i 

without trying to make other people be as good as I think I am, or as I would like to be thought. | 

I will if you will, play fair whenever I play a game, and play just as fair when I work for my | 

wage or when I make love. i 

I will if you will, be strict as I can toward myself, and lenient as I can toward other people. j 

I will if you will, do nothing to any human soul which may become a bitter memory. j 

I will if you will, be tenacious of my convictions, and recognize that other folks may have | 

different convictions and be just as honest as I am. | 

I will if you will, do nothing that shall disgust an honest man, offend or soil the soul of a good I 

woman, or causelessly make a child weep. j 

I will if you will, forgive everybody every night before I go to sleep. | 

I will if you will, be as decent as I can, as true as I can, as happy as I can. as brave as I can, | 

as clean as I can, as patient as I can, as unselfish as I can, and as strong as I can. i 

Come! I will if you will. I 

Team Work That Wins 

F. S. Holbrook, Vice-President, in Charge of Traffic of Wells 

Fargo & Company, Shows Unusual Interest in Service 

and Reputation of Baltimore and Ohio 

H""^ S. HOLBROOK, traffic vice- 
president of Wells Fargo & Com- 
pany Express is a past master in 
the winning art of team work. As 
a passenger on our Interstate Special 
No. 7 from New York to Baltimore on 
March 29, he demonstrated convinc- 
ingly his belief in the great value of ser- 
vice as well as his interest in the progress 
of the Baltimore and Ohio. There is 
not a man con- 
nected with our 
Company who 
w^ill not be de- 
lighted to read 
of the altogether 
unusual initia- 
tive and thought- 
fulness displayed 
by Mr. Holbrook 
on this occasion 
and who will 
not feel keenly 
appreciative of 
bis friendly feel- 
ing toward the 
Baltimore and 

Mr. Holbrook 
was sitting in the 
rear end of the 
observation car 
of the Interstate 
Special when a 
woman passen- 
ger walked by 
him on her way 
to the observa- 
tion platform. 

As she opened the door, he noticed that 
her white kid gloves were badly stained 
by some paint on the knob of the door. 
It was a quick drying kind of paint, but 
it had been applied during a very damp 
spell of weather and had not quite hard- 
ened. It was natural that the woman 
should have given some evidence of 
annoyance, and Mr. Holbrook saw that 
she was considerably discomfited. 

Later she came 
in from the obser- 
vation platform 
to go forward in 
the car, and, as 
she was passing 
it occurred to 
Mr. Holbrook 
that, being a 
woman, she 
might not like to 
ask for redress 
for the damage 
done, or might 
not even know 
how to go about 
getting it. But 
he was quite cer- 
tain that, what- 
ever her feelings 
in this respect 
were, her atti- 
tude toward the 
Baltimore and 
Ohio might be- 
come decidedly 
unpleasant on 
account of the 
s. HOLBROOK uiifortunate oc- 


curreiice, if it were not promptly rec- 

Therefore, it was with great insight 
and interest in the welfare of our Road, 
that Mr. Holbrook went to the conduc- 
tor of the train, explained the occurrence 
to him, asked him to find out from the 
woman how much the gloves cost, then 
to pay her the full price, get a receipted 
bill and bring it to him. We cannot 
blame our conductor, either, for demur- 
I'ing a bit. For this probably was the 
first time that so prompt and w^illing a 
payment for damages had ever been 
suggested anywhere. But he quickly 
saw the logic and fairness of Mr. Hol- 
brook's plan and proceeded to act upon 

The woman was naturally greatly 
pleased at the unusual evidence of inter- 
est in her comfoi't and protection. She 
accepted the money with thanks, gave 
the receipt to the conductor and he in 
turn handed it to Mr. Holbrook in ex- 
change for the $2.00 consideration for 
the gloves. 

The occurrence had l)een such an 
interesting one that Mr. Holbrook took 
the pains to find out something about 
the woman and discovered that she was 
going from New York to Defiance, 
Ohio, and that quite frequently she made 
the trip — always over our lines. It is 
hardly necessary to comment on the 
feeling of appreciation which this woman 
must now have toward the Baltimon^ 
and Ohio. 

Mr. Hon)i-ook dined witli our thii'd 
vice-president, A. W. Thompson, and 
passenger traffic manager O. P. McCJarty 
on the same evening. The incident 
came up in conversation and our offi- 
cials inunediatel}^ requested him to sur- 
render the gloves and receipt. A few 
days later he received a check to cover 
his advance of $2.00, and with it an ex- 
tremely cordial letter of thanks from 
general claim agent C. W. Egan. 

Mr. Holbrook's career is just another 
one of the many which show how the 
qualities and characteristics illustrated 
in his action, as above outlined, will, 
when properly directed, quickly enable 
men to rise from subordinate posi- 
tions to those of great responsibility. 
He was born September 25, 1864, and 
entered railway service in 1881 as a 
clerk on the Ogdensburg & Lake Cham- 
plain Road at Norwood, N. Y. From 
1886 to 1889 he was chief clerk in the 
general freight office, becoming agent at 
Ogdensburg and remaining as such until 
1890. From this time on he served suc- 
cessively with the Central Vermont 
Railroad at Rouses Point, N. Y., the 
Ogdensburg Transit Company, the West 
Shore Railroad and the New York, New 
Haven and Hartford Railroad, until he 
was made chairman of the connnittee 
on Uniform C'lassification in September, 
1908, with headquarters at Chicago. 
He became chairman of the Official 
Classification Committee in New York 
on May 1st, 1909, and continued in this 
work until January 1, 1912, when he 
went with Wells Fargo & C^ompany as 
general traffic manager. On September 
25, 1913, he was promoted to vice- 
president of this company in charge of 

A significant insight into the genei'al 
attitude of Mr. Holbrook toward his own 
company, ours, and business in general 
is containecl in the following paragraph 
of a letter which he recently wiote to 
th(^ wi'iter: 

''It has been a distinct pleasure to all 
of our people to note the most cordial 
cooperation of your officials with ours, 
the result of which is to build up the 
express business on your line to our 
nmtual advantage. It also makes life 
very much pleasanter for all of us, as it 
eliminates the friction which brings only 
harm, poor service and a bad reputation 
with the shipping public." 

The Yardmaster 

By T. L. Terrant 

Assistant Superintendent of New York Properties 

A" FEW years ago the duties ot a 
yardmaster kept him in the yard 
most of the time, supervising 
the switching done by the crews. 

The general impression of the yard 
clerks was that the yardmaster had a 
'^ cinch," as he was generally found 
standing around watching some crew 
build or break up a train. The office 
force and office files were such as required 
but little attention. Records were crude, 
covering, as a rule, only the inbound and 
outbound movement. The cost of yard 
operation was figured differently in 
almost every office, such data being used 
as best suited the individual in charge of 
the yard. 

Correspondence was more or less 
ignored. Letters pertaining to delays, etc., 
were given to the yardmaster, who often 
disposed of them by putting them into 
his pocket. When he had collected too 
many to carry around with comfort 
he would relieve the situation by throw- 
ing away, or burning some of them. 

The management set few standards of 
operation. No comparative statements 
were issued, and no blue-prints were 
compiled to show just what was being 
accomplished. Yardmasters did not 
have to furnish a monthly estimate show- 
ing the amount of money required to run 
the yard during the coming month, and 
no allotment was furnished by the Com- 

While numerous instructions on the 
handling of various kinds of freight, com- 
piling reports, and the make-up of 
trains were issued, they were usually 
issued by divisions and were so filed that 
it was almost impossible to use them for 
ready reference. 

Trains were much shorter, and switch- 
ing less complicated than at present. 
In many yards, from fifteen to eighteen 
cars of coal constituted a train, and a 
dispatching clerk could check and book 
three trains in the time that it now takes 
to check one, made up, as they are, of 
from seventy to one hundred cars. 

It was little trouble to call engines 
fifteen or twenty minutes apart, and 
move them on time. Under present 
conditions, especially on single track 
roads, the matter has to be given can^ful 
consideration in order to call power at 
times when it can be moved to advantage. 
A fifteen or twenty minute delay in an 
initial yard may cause a delay of from 
two to three hours at some meeting 

Yard work has changed, both from the 
standpoint of the yardmaster and of the 
yard clerk. Switching is more compli- 
cated and greater classification is made to 
accommodate the various kinds of equip- 
ment as well as the lading. Both the 
yard and office operation has become 
more systematized, making it necessary 
for the yardmaster to handle a large 
amount of detail. He is governed by 
hundreds of standing instructions issued 
by the management, and must be familiar 
with the city, state and government laws 
affecting the railroads. In addition to 
this, he should be familiar with the agree- 
ments between the Company and the' 
various labor organizations. 

The ''Johnson Bimk^r," which should 
be found on the desk of every 3'ard mas- 
ter, contains the printed circulars issued 
by the management covering the method 
of handling each report, and the different 
branches of yard work. It is a ready 



reference for the entire yard force and 
there is no reason why the reports from 
all yards should not be uniform. 

Under the present system, the daily 
and monthly forms covering the operating 
expense must be kept up to date so as to 
show the amount of money spent each 
twenty-four hours for wages of clerks, 
supervising force, train and engine crews, 
etc. These forms must also show the 
number of cars handled each day, the 
immber of cars handled per engine hour 
and cost per car. 

The yardmaster prepares an estimate 
of the amount of money he considers 
necessary to run his yard for the coming 
month. This estimating requires close 
study, so that the figures will be accurate. 
On these figures the management bases 
the allotment for each yard, and this 
allotment cannot be exceeded unless a 
satisfactory explanation is made. 

Each yaiclmaster is responsible for the 
money spent in operating his yard and 
unless the work is given close attention, 
his percentage of efficiency will show up 
very poorly at the end of the month. 

An allotment of the amount of fuel 
to be consumed by each yard engine for 
the month is also furnished. Unneces- 
sary switching will cause the fuel con- 
sumption to increase, which means a 
visit from the road foreman of engines. 

In yards of large capacity there is 
usually a large volume of correspondence 
and tracers to be handled. This corres- 
pondence is of a character that requires 
immediate attention, and failure to give 
it this attention will cause unfavorable 
comment from the superintendent. 

In order to direct the movement in 
large yards, and to be in touch with the 
office force, assistant yardmasters, dis- 
patchers, superintendent's office and 
others, it is necessary that the yardmaster 
or general yardmaster be centrally lo- 
cated. It is only by keeping in close 
touch with these men that he can be in a 
position to change the work of the engines 
as the conditions change in the yard, 
without any lost motion. 

The various meetings on the division 
are of such importance that the yard- 
master cannot afford to miss them. He 
should be present to hear the various 

arguments and to exchange ideas with 
his fellow-workers. 

Schedules must be maintained; allot- 
ments must not be exceeded ; car supply is 
of vital importance. City, State, and 
Government laws must be obeyed. 
Switching and controversies which would 
involve us with the Utilities Commissions 
must be avoided, and to prevent com- 
plaints to the management, the agree- 
ments between the Company and the 
various organizations must receive proper 

Another very important problem is 
that of handling men. This is a subject 
that requires continual study. To get the 
best results it is necessary to study each 
individual subordinate, and to learn the 
peculiarities of the other employes and 
officers arcund you. 

Insist upon the various rules being 
strictly complied with. With a large 
force some infraction of the rules will be 
an almost dail}^ occurrence. Many of 
these infractions are of minor importance, 
but to overlook the small things is to 
encourage men to continuous disobedi- 
ence. To handle each case means a 
large amount of work, but to investigate 
a few cases and put aside the others will 
of course leave one open to criticism for 

With the merit and demerit system now 
in effect, it is necessary to get a verbatim 
statement ,from each employe who 
deserves discipline, the statement to 
bear the signature of the person making 
it. Every accident, derailment and per- 
sonal injury must be investigated, the 
investigation submitted to the proper 
official in writing (with the signed state- 
ments) and cause shown, together with 
recommendation for discipline and sug- 
gestion as to the method of preventing a 
similar case recurring. 

It would not be fair for the yardmaster 
to investigate only such cases as bring 
discipline to the men. He should be on 
the alert to notice the commendable 
acts, in order to have the records of the 
men receive the proper credits. 

While the duties of the yardmaster are 
more numerous than ever before, and 
his responsibility is greater, the work 
as a whole is much more interesting. 



There is a big field for study, develop- 
ment and promotion. Yard clerks have 
a better opportunity to develop than 
they did formerly. The files and records 
of the yard and division are open to them, 
as are the standing instructions and 
standards of operation. The officials are 
always ready and anxious to answer 
questions, furnish data, and to recom- 
mend such books as cover the various 
subjects pertaining to yard work, as wtU 
as to other branches of the service. 

To the man who is industrious, yard 

work is fascinating; but there is no room 
for the fellow who is afraid of long hours 
and a tight rein. 

The following statement of our third 
vice-president, which was published in 
the November issue of the Magazine, hits 
the mark, particularly in j^ard and road 
work: ''The necessity for bright, ener- 
getic men in the various subordinate 
positions on the Baltimore and Ohio is 
more and more apparent, particularly' 
because the duties of these positions are 
becoming increasingly exacting." 

Presence of President Wilson Makes Auspicious the 

Initial Trip of U. S. Government "Safety First" 

Train Over Baltimore and Ohio Lines 

Chief Executive and Cabinet Members Inspect Exhibits 
with Mr. Willard and His Official Staff 

BHE United States Government 
Safety First Exhibit, which is 
hnused in twelve steel cars of the 
13altimore and Ohio, and is 
making its first appearance before the 
American pubhc on 'Baltimore and Ohio 
lines, had a fine send-off from Union Sta- 
tion, Washington, on the morning of ]\Iay 
1. President Wilson, with Mrs. Wilson, 
his private secretary, members of his cab- 
inet, prominent officers of the Army and 
Nav}^ and other important Government 
officials, made a thorough inspection of 
the numerous exhibits on the train. 
The departments of the Treasury, War. 
Navy, Interior, Agriculture, the Inter- 
state Gommerce Gommission and the 
American Ked Gross Society, all had 
cars especially devoted to the display of 
the various devices and plans which are 
used under the direction of these depart- 
ments for the conservation of human and 
material resources. 

Of special interest was a modern full 
size self-bailing surf boat with complete 
life-saving apparatus, as used by the 

coast guard service, and which was 
housed in a baggage car, the end of which 
had been taken out so as to permit of the 
installation of this large boat and its 

The department of the navy is repre- 
sented by models of old and new guns, 
such as have l)een and are being used on 
our fighting ships, and on account of the 
large importance it has a'^sumed in the 
Great War, a full size torpedo will attract 
a good deal of attention. 

In the exhibit of the department of the 
interior, the bureau of mines will show 
the life saving devices used in conserving 
the lives of more than a million miners 
engaged in this hazardous occupation in 
the United States. 

The Interstate Gonnnerce Gonnnission-. 
which, as is well known to our readers, 
has general supervising charge of all 
safety appliances used on the railroads, 
has a complett^ exhibit of these, most 
of which are familiar to railroad men. 
but which will be of particular im- 
portance to th(^ hundreds of thousands 

The United States Government ''Safety First'' Exhibit, Housed in a 

Top— The "Safety First" Special leaving Washington, on the Baltimore and Ohio Railroad. 

Center — "Department of Interior, Bureau of Mines" car. 

Bottom— Hon. Franklin K. Lane, Secretary of Interior (carrying cane), and President Daniel Willard (holding hat), the men 

who arranged the "Safety First" exhibition. Others in the photograph include Hon. Wm. C. Redfield, Secretary of 

Commerce; Hon. Josephus Daniels, Secretary of the Navy; Hon. Newton D. Baker, Secretary of War; Director Van. H. 

Manning, of the Bureau of Mines; Interstate Commerce Commissioner Daniels and Gen. Geo. F. Randolph, First 




Baltimore and Ohio Train, in Union Station at beginning of|System tour 

Top — President Woodrow Wilson and Mr. Willard, entering the "Safety First" Special. 

Center— "National Parks Exhibit" car. 

Bottom — President Woodrow Wilson leaving the "Safety First" Special. 




of non-railroaders who have the oppor- 
tunity to inspect the train and its eon- 

President Wilson was met by our own 
president, Mr. Willard, and the members 
of his official staff, at the beginning of the 
inspection. The twelve car train, which 
had been put in the best possible condi- 
tion for this memorable safety tour over 
our lines, made a handsome appearance 
as it left Union Station. On the sides of 
each car is lettered in full colors the 
great seal of the President of the United 

Handsome posters and other advertis- 
ing matter have been prepared by W. E. 
Lowes, assistant general passenger agent, 
and have been widely distributed to points 
on our System which the special train will 
make. The movement, as planned, called 
for the running of the train from Wash- 
ington to Philadelphia and back to Ches- 
ter, Wilmington and other points along 
the Main Lire to Cumberland. As we go 
to press the train is in Baltimore with 
the crowds so large as to make their 
handling exceedingly difficult. The line 
of people waiting for admission on May 
5 was almost a quarter of a mile long. 
From Cumberland the train will pro- 
ceed to Grafton, Morgantown, Fairmont, 
Clarksburg and Parkersburg. It will 
reach the latter place on May 17, and 
additional schedules \v^ill then be pre- 
pared for its further movement over our 
lines, the complete tour consuming, it is 
expected, several months. 

The opportunity of our employes to 
make this tour of the greatest im- 
portance and benefit to the Baltimore 
and Ohio and all those connected with it, 
as well as to the hundreds of thousands of 
citizens who will have an opportunity to 
inspect the exhibits, will call forth the 
strongest cooperation and interest not 
only on the part of the operating men 
directly handling the movement of the 

train, but also of all other employes. 
By telling their friends of the size and 
interest of the exhibits and urging them 
to see what the government, with the 
assistance of our railroad, is offering in 
the way of information concerning the 
conservation of human and material re- 
sources, employes will be doing a dis- 
tinctly patriotic service. 

The exhibits will be in charge of gov- 
ernment employes, who will see that those 
inspecting the exhibits obtain the fullest 
information concerning them. It is the 
desire of our officials that the greatest 
care be taken in the handling of the train 
and that the most courteous attention 
be given to all visitors. 

With Mr. Willard in Washington at 
the initial inspection were: vice-presi- 
dents Randolph, Shriver, Thompson and 
McNeal; C. W. Galloway, general man- 
ager; George H. Campbell and James S. 
Murray, assistants to the president; O.P. 
McCarty, passenger traffic manager; G. 
W. Squiggins, general passenger agent; 
W. E. Lowes, assistant general passenger 
agent; F. L. Stuart, chief engineer; J. R. 
Kearney, general superintendent of trans- 
portation; J. T. Carroll and M. K. 
Barnum of the motive power depart- 
ment; F. E. Blaser, general superinten- 
dent; P. C. Allen, superintendent; T. H. 
Russum, superintendent of passenger car 
department; E. E. Hamilton, supervisor of 
operating statistics, and J. T. Broderick, 
supervisor of 'special bureaus. 

The preparation of the train and the 
innumerable details connected therewith 
have been handled in a manner which 
reflects great credit upon all those who 
have been in any degree responsible. 
Our officials are naturally greatly pleased 
with the results of this movement to date, 
and in the further handling of the train 
by our men are looking forward to a 
continuation of the efficiency already 

»b— - 


Handle Packages As If They Were Your Own 

New Ideals in Police Administration 

The Unskilled Labor 

By ''Special Observer'* 

*'To preserve the peace, to enforce the law, 
to protect life and property, to prevent and de- 
tect crime and to arrest violators of the law." 

CIVILIZATION has experienced 
two great labor disturbances, 
each of them completely altering 
the then prevailing conditions. 
This statement, of com*se, disregards 
minor incidents of local significance 
that left no impress upon the industrial 
life of nations. 

In early Bibhcal days, in the building 
of the tower of Babel, the world ex- 
perienced its first labor troubles. Then, 
as now, "the confusion of tongues/' 
indicating the difference in peoples, was 
an important element in labor matters. 

Skipping lightly over a few centuries 
of Biblical history, we arrive at the time 
when King Solomon, with one Hiram as 
general superintendent, ransacked the 
then known world antl asseml)led skilled 
and common labor of many races to 
construct his justly famed temple. This 
is the first recorded instance where the 
need for harmonizing different human 
elements entered into a superintendent's 
functions. Since then it has occupied a 
most prominent place in the category of 
the foreman's problems. 

A third great readjustment of labor 
conditions is in progress today, and fate 
has selected this country as the centre of 
activity. Both of the earl}^ labor dis- 
turbances mentioned became famous 
because of the same problem that corru- 
gates the brows of present day operating 
and constructing officials — the need of 
blending into a useful whole an assorted 
number of human labor units. ^Multiply 
these ancient operations by the number 
of railwa}^ and industrial interests in the 

United States today, and it is easy to 
see that the successful handling of the 
unskilled labor of today almost justifies 
the naming of a new book of gospel in 
honor of the successful operating official. 
The unskilled workman has become so 
scarce a commodit}- as to attract the 
attention of civic organizations and state 
and national governing commissions, 
to say nothing of the direct, if possibly 
more or less selfish interest, of some very 
capable corporation officers. It has been 
the writer's experience to have been in 
close touch with this phase of railroad 
affairs for some few months past. Actual 
experiences, covering several states and 
many widely divergent angles, offered so 
much of interest that a comprehensive 
study of causes and conditions has been 
undertaken in the interest of our Com- 

Many causes have contriljuted to the 
present dearth of untrained labor. ^lost 
prominent of them are the successful 
fulfillment of its mission by our public 
school system, the progress of vocational 
training, and the part contril)uted l)y 
the correspondence schools. With these 
as primar}' causes, there is the added 
influence of socialistic proj^aganda and 
the pride inculcated into the man of 
average ambition b}- the distinction which 
is obtained by the wearing of a union 
button. ^lany are thereby prompted 
to bridge the gap between unskilled 
labor and artisanship, and, by a little 
self improvement, to qualify for some 
definite occupation. 

Another cause that has served to 




remove from the ranks of general labor 
some of its erstwhile most dependable 
members is the improved environment of 
the hired man, the tenant farmer and 
the share worker in rural districts. The 
introduction of machiner}^ (awakening 
mechanical interest), the telephone, the 
automobile and the social communit}- 
centre has made farm work attractive. 
The discontented and despondent coun- 
try born recruit, who applied at an em- 
ployment office willing to be sent any- 
where, at any price, is now only a mem- 

Then, too, the high cost of living has 
affected the casual laborer to precisely 
the same extent as it has his more 
dependably employed brother, and he 
must get more for his labor in order to 
meet the demands made upon bim. 
Thus we see that present day conditions 
are of a more or less natural growth. 

The culminating factor in this state of 
affairs has been the European war, which 
has moved legions of laborers inspired 
by patriotic impulse to return to their 
native lands. Following closely upon 
this emmigration, war orders enlarged 
factories, even built now communities, 
and in other ways put an added demand 
upon the ranks of unskilled workmen. 
The great growth of the munition in- 
dustry offered to any fairly intelligent 
man, with a degree of adaptability, an 
easy opportunity to become a craftsman 
of some sort. 

Coming, as all this did, immediately 
upon the heels of millions of dollars of 
authorized construction and improve- 
ment work for the many railroads of the 
country, it is little wonder that labor 
agents are scouring the granite hills of 
Vermont, searching the ghettoes of the 
larger cities and using the blandishments 
of the politician on the darker brother 
in the South. Recently I observed three 
agents, representing as many different in- 
terests, trying to entice a group of laborers 
from a fourth agent, who had recruited 
and transported the party 300 miles 
towards his point of delivery. 

Surveyed racially, the casual labor 
situation presents a still more discourag- 
ing aspect. 

The hard muscled Irishman, who so 

indelibly stamped the name of ''Mary 
Ellen" upon the warehouse truck and 
the title of ''Buggy" upon the humble 
wheelbarrow, has deserted these pieces 
of rolling stock to become a Boss — either 
politican, railroad or contract. 

The Syrian is coming into the market 
to some extent, but their interests are 
guarded by conscienceless leaders who 
do not hesitate to ask for a dollar bonus 
for each man, and $75.00 for an inter- 
preter, plus the commissary privilege and 
the absolute right to control the men, 
free from any direction from above. 
This means the exploitation and robbery 
of "green horns," with the railroad bear- 
ing the burden of blame. Such leaders 
are expensive, as they are no respecters 
of contracts, and are devoid of loyalty. 
Swedes are few, and, because of blood 
ties, hard to divert from the Northern 
Central States. Mexicans and Japanese, 
now exclusively employed in our South- 
western States, are too far removed to 
be of assistance to a railroad terminating 
at St. Louis. The Italian padrone is no 
longer attracted from the larger cities, 
where he may add to his perquisites by 
political and social preferment, and where 
subway work in New York and Chicago, 
and like improvements in other large 
cities, offer higher wages to his men. 
Greeks, while good workers, are un- 
reliable and depend too largely upon 
their boss, who is always for himself 
first and does not hesitate to transfer a 
gang, or an individual laborer, from one 
field to another. The Polack, Lithua- 
nian and Austrian declines to go into 
seasonal work, preferring longer hours 
and the steadier work at the steel mills 
and the docks, such as the Pittsburgh 
district and the eastern district of Brook- 
lyn offer. Then, too, he is a family man, 
even though a dozen or more men share 
in the services of one housewife. 

Investigation shows that the colored 
man in the South is no longer filled with 
delusions about the North. He asks 
about wages with a cold assurance born 
of the certainty that the expansion and 
improvements in Southern railroads, the 
development of the natural resources of 
the Southland, and his opportunities as a 
mechanic in the South are all at his back. 



And the ne^ro is goin^ back to the 
land. Between 1890 and 1915 in four- 
teen Southern States, 878,456 neg;roes 
became owners, part owners or tenant 
farmers. In this connection it is inter- 
esting to know that negroes own, in the 
South, 42,279,510 acres of farm land, 
valued at SI, 14 1,792, 526, an increase in 
value of 128 per cent, since 1910. The 
average size of the negro owned farm 
is forty-three acres. Only fifteen per cent . 
of these were formerly managers of farms 
or plantations. The remaining 745,000 
were largely drawn from the ranks of 
unskilled labor. However, since there 
are 1,848,000 negro males without trades 
or professions in the Southern States, 
enough may be obtained here and there 
to aid in railroad work. 

Irresponsible agents, with false prom- 
ises, impossible of fulfillment, have done 
much to make difficult the transportation 
of labor. In New York City the steve- 
dore and trucker command iwenty-one 
cents per hour. The same class of labor, 
irregularl}' emplo^-ed, is paid thirty-five 
cents, and for those who accept the 
hazard of loading ammunition, SI. 10 to 
$1.35 (according to the urgency) per hour 
is the recompense. This latter figure 
proves so attractive that three negroes 
usually share one laborer's check, and work 
two daj's per week each. As one of them 
expressed it, '^What's the use of working 
six days when two is enough?" A saloon 
in Harlem is the clearing house for the 
exchange of checks, and three different 
men become Bill Smith 101. Besides 
the bar trade fostered, the saloon keeper 
charges each man a twenty-five cent 
brokerage fee. 

At Winston-Salem, X. C, wages have 
soared in the tobacco industries, but to 
no purpose. The same notions prevail 
there, and the negroes average four and a 
half days work out of a possible seven. 

Philadelphia, Baltimore, Pittsburgh, the 
great manufacturing plants of New Jersey 
and the munition centers are all paying 
wages far in excess of the normal rate. 

According to the manager of the 
Jones Carnival Co., these people are 
paying high wages, where once the 
roustabout element worked for little 
more than their keep. 

An illuminating commentary is found 
in the fact that the Connecticut tobacco 
interests are offering transportation from 
points between New York and ColumlMa. 
S. C, to a la})orer and his family and 
chattels. Twenty negro periodicals are 
carrying display ads to this effect. 

Recent acts of Congress, bearing upon 
national preparedness, authorize work 
that will add to the demand for labor. 
This work will use up, in detached units, 
those disciplined lal)orers of West Indian 
origin who were employed on the Panama 
Canal and whom many contractors and 
railroads have hoped to obtain. 

With conditions as they are at present, 
the only hope of the railroad is to get the 
maximum of value from such labor as it 
is able to command. Eliminate abuses, 
inspire confidence and create a following 
born of human gratitude, so that, at 
whatever the mai-ket wage may be, our 
Company may, by virtue of its humane 
interest in the employe, command the 
preference in the minds of floating labor. 

Even the circus has seen fit to adopt 
this policy, rather than gamble with 
chance, and possibly be deserted every 
time they pass a labor camp or an 
employment centre. 

Time was when ''hobo" labor was 
easily hired, sent to points far removed 
from cities and centres of employment, 
and there exploited by boarding houses 
and commissaries. The engineer or the 
other oflftcer in charge, being concerned 
only with his work, afforded the men no 
protection from exploitation, so that the 
final pay day found the laborer without 
funds sufficient to finance his return to 
the city and still leave him with a balance 
upon his arrival there. Very natui-ally, 
he ''beat" his way. The activity of 
railway police (as an incident to reducing 
freight robberies) has discouraged this 
practice, and the hobo, with his only 
hope of earning a profit on the season's 
work thus removed, declines to ship. 

Some states discourage the exporting 
of labor. The employers liability laws 
of others are most exacting and I find 
that the publicity incident to the passage 
of these laws has posted even the most 
ignorant as to their rights and as to 
methods of redress. 



The welfare of this floating labor has 
engaged the interest of Baltimore and 
Ohio executive officers, the police depart- 
ment, and the employment bureau. 
The Company goes on record as being 
the first railway corporation to adopt 
effective measures to properly safeguard 
the interests of the heretofore neglected 
extra labor. The policy now in vogue 
with "us is to use care in the selection of 
men, avoiding the employment, as far as 
possible, of those infected with comnmni- 
cable diseases, and of the trifler and the 
tourist. These latter, remaining as they 
do for but a short time, are only a 
burden. There is the original cost of 
hiring the man, the cost of hiring his 
successor, his unfavorable influence upon 
his fellow laborer and the added cost of 
supervising new men, to say nothing of 
the fact that, no matter how capable a 
man may be, there is a period of adjust- 
ment when he is a positive liability. 
The methods prevailing and the at- 
mosphere of the job are new. On the 
first day he is possibly a thirty per cent, 
man, gradually moving up to full effi- 
ciency. When he reaches this point, to 
discontinue his services is a distinct loss. 
The introduction of 100 new laborers, all 
willing fellows, pushed the tonnage cost 
on a Baltimore and Ohio Pier from 
thirty-six cents to eighty cents, and put 
gray hairs into the head of an otherwise 
good looking agent. The Italian pulls a 
truck, the negro pushes it, and the two 
systems cannot prevail on one job with- 
out conflict. The boss ordered the negro 
to ''pull that Mary Ellen," and the 
negro promptly quit rather than violate 
a tradition of the Southland, where song 
and story glorify pushing a truck. (I 
don't pretend to say what method is 
best.) It was my pleasure to save the 

situation by repeating an expression of 
the late Major Trout, dining car superin- 
tendent of the Pennsylvania Railroad, to 
the effect that negroes were psychologi- 
cally imitative. Three days later the 
foreman reported that every negro on his 
pier was pulling a truck. Left to their own 
choice, they had simply imitated those 
about them, while refusing coercion. 

After men have been hired it is in- 
cumbent upon the emploA^er to protect 
them from exploitation by boarding 
house keepers. We are getting excellent 
i-esults in this direction. Formerly ex- 
tortionate prices were chai-ged for little 
luxuries, and, as a consequence, the men 
were dissatisfied and their physical effi- 
ciency reduced. By comparative stud- 
ies, using the United States Army ration 
as a basis, our Company, I believe, 
offers to our camp laborers the l)est 
board of its kind in America. Further, 
the ordinary creature comforts, laundr}^ 
and bathing facilities, etc., are provided, 
and the men treated with due consider- 
ation in every way. In some places 
where large numbers of extra laborers are 
employed, reading and recreation rooms 
have been provided. In these rooms the 
men may read, write and smoke, free from 
the vicious influence of the saloon. We 
have even made banking arrangements 
for the men, and have pledged saloon 
keepers in the vicinity of the work to set 
a limit upon the amount of ''booze" sold 
to any one man. The men are assured of 
a fair hearing upon any grievance. 

Therefore, within another year, wages 
being equal, the Baltimore and Ohio 
railroad will be able to secure labor when 
others are regretting and hoping. Every 
indication points to a still greater scarcity 
over the entire country. Truly, labor 
has come into its own. 


~ l" i 



spends its money where it gets the 


best treatment 


Stuart A. Allen, Manager 
Continental Fast Freight Line 

i 1 


^ — .- 

,__. .._«, ,. „ M— „ ..—Ml. „__ „,—„^n. ,„—,, .. .. .. .»- 

C. W. Egan^ General Claim Agent, a 
Wizard in Handicraft 

His Miniature Model of Our New Steel Coach a 



F tl]e Great War continues much 
longer and the far-famed toy 
makers of Nuremberg, Germany, 
ire unable to supply the world 
with their miniature masterpieces, any 
American millionaire who wants a special 
toy constructed for one of his children 
can give his order to C. \V. Egan, our 
general claim agent, and rest assured that 
it will be completed perfectly and on 

For Mr. Egan is a master of handicraft, 
and his avocation of building intricate 
and marvelous clocks, maps, musical 
instruments and reproductions of railroad 
devices and rolling stock has been 
demonstrated on many occasions to his 
Baltimore and Ohio friends. Recentlv 

the Company wanted a miniature of our 
latest steel coach built, particularly for 
exhibiting at the coming Safety show, 
which opens at the Grand Central 
Palace, New York, on May 22. Re- 
quests were made of various departments 
in which our skilled mechanics are 
employed, that such a model be con- 
structed, and the costs submitted were 
so high as to make the officials interested, 
pause and consider. Then Mr. Egan 
came to the rescue, the order was given 
to him and after 165 hours of devoted 
night work, the miniature masterpiece 
was presented to the railroad, complete 
in every detail and ready for exhibition. 
The accompanying picture gives but a 
general idea of the model — the details are 


I i« >>*!!riiiiiiiifnj. I 




so fine and small as almost to defy ade- 
quate reproduction in an engraving. 

The miniature is an exact model of one 
of our new steel coaches, No. 4580, made 
in a scale of 1 to 24. The body is forty- 
four inches long, and practically all the 
parts are made of steel. Exact size seats, 
plush covered, and forty in number, line 
the interior corridor and ten miniature 
electric lights are fastened to the ceiling. 
Bell rope and emergency brake rope hang 
in% their accustomed places and the 
platforms are illuminated with the new 
style electric Hghts. Exact models of the 
latest couplers are attached to either 
end and below them hang in most 
realistic fashion the steam and air hoses. 
Ventilators permit the entrance of air 
into the interior of the model and the 
diaphrams with the latest type of spiral 
springs, are attached to the ends. 

Six wheel trucks support the body in 
sturdy fashion and make it appear as if 
the car could be coupled to a toy engine 
and whirled along on a miniature railroad 
without the breaking of a flange or the 
splitting of a switch. 

Standard olive green glistens under its 
coat of varnish; Baltimore and Ohio 
along the upper panel of the side of the 

car gives it its "local habitation and 
name,'' and polished brass handles offer 
an inviting hold on the sides of the 

The roadbed and running track are 
exactly in scale in every detail. Rails, 
angle bars, fish plates, spikes and ballast, 
all look like the real thing and to complete 
the handsome appearance of the exhibit, 
Mr. Egan built a strong mahogany 
platform and a canying case just large 
enough to include the whole exhibit, 
with handles, locks, etc., so that it can 
be transported easily whenever it is 

The contrast between the passenger 
cars of half a century and more ago and 
this beautiful model will be most illumin- 
ating and interesting. It will mark, as 
do thousands of other contrasts between 
the Baltimore and Ohio of today and the 
Baltimore and Ohio of the eighteen- 
thirties, the marvelous advance which 
has been made in the science of railroad- 
ing during the intervening years. 

We wonder how many times the 165 
hours of love work would have had to be 
multiplied if this job had been handled 
by a man with less interest in the work 
than had Mr. Egan. 

Ten Trade Commandments — "Safety First" 

At the plant of a prominent steel manufacturing concern in Johnstown, Pa., the following 
ten commandments have been adopted for the guidance of the employes: 

Thou shalt have no other thoughts than thy work. 

Thou shalt take no unnecessary risks, nor try to show off, nor play practical jokes, for by 
thy carelessness thou mayest do injury which will have effect unto the third and fourth genera- 
tions to follow. 

Thou shalt not swear nor lose thy temper when things do not go just right. 

Remember thou art not the only one on the job, and that other lives are just as important 
as thine own. 

Honor thy job and thyself, that thy days may be long in employment. 

Thou shalt not clean machinery while it is in motion. 

Thou shalt not watch thy neighbor's work, but attend to thine own. 

Thou shalt not let the sleeves of thy shirt hang loose, nor the flaps of thy coat to be 
unbuttoned, as they may get caught in the machinery. 

Thou shalt not throw matches or greasy waste on the floor, nor scatter oil around the 
bearings, as a dirty worker is a clumsy worker, and a clumsy worker is a menace to his fellow- 

Thou shalt not interfere with the switches, nor the dynamos, nor the cables, nor the engines, 
nor anything else thou art told is dangerous. 

Material Purchases and Stock 

Address of W. S. Galloway, Assistant Purchasing Agent, 
at Deer Park Operating Meeting 

Mr. Chairman and Gentlemen: 

The present conditions in the purchas- 
ing agent's and stores departments are 
very different from those existing at the 
time of our last meeting. Then, in 
September, 1913, we had a stock of ma- 
terial on hand totalling $10,351,000 in 
value, the largest ever accumulated on 
the Baltimore and Ohio Railroad. At 
the present time our stock is valued at 
$6,569,000, which is the lowest value 
for the stores department since 1909, and 
the lowest value for total stock since 1911. 
During this year every effort has been 
made to reduce stock and, while we are 
still making the same effort, we feel that 
we have reached the limit in so far as the 
stores department stock proper is con- 
cerned. We have already reduced its 
value $3,780,000, and we feel that to 
reduce it any lower would be to hamper 
the operations of the departments that 
use the material. 

Of the present stock of $6,569,000 
there is tied up in rail and ties alone 
$2,991,000, or 45^ per cent, of the total. 
Add to that account frogs, crossings and 
track fittings, and we find $3,500,000 or 
53.6 per cent, of the total stock in these 
items. Further adding lumber, scrap, 
interlocking material, switches, telegraph 
and electrical material and water station 
fixtures, we have a total of $4,600,000 
(the greater part of which the store- 
keeper can not control). This is 70 per 
cent, of our total stock. With the excep- 
tion of lumber and scrap none of the 
motive power and transportation ac- 
counts, which include such heavy items 

as air brake material, wheels and axles, 
locomotive and car duplicates, sheet and 
bar steel, oils, waste, etc., have been 
touched upon. From the foregoing it is 
apparent that a comparatively small per- 
centage of our total stock covers the 
motive power and transportation ma- 
terial. And while we believe that our 
stores stock should not be further reduced 
at this time, we also believe that very 
great reductions can be made in the 
maintenance of way stock, which, of 
course, will reduce the total and bring us 
nearer the very low mark set for us by 
our president. We are, no doubt, being 
criticised at the present time by some of 
the officers on account of lack of ma- 
terial, but it should be rememl)ered that 
for many months past the unusual busi- 
ness depression has not justified our Com- 
pany in tying up more money in stock 
than we have. With conditions now im- 
proved and much material in demand, 
it should be borne in mind that deliv- 
eries on all iron and steel products made 
in from a week to ten days two months 
ago, now take from thirty to sixty days, 
and that additional men can be putonmore 
quickly than material can be procured. 

The amount of total purchases of the 
Baltimore and Ohio may be of interest, 
as showing how they as well as stock have 
decreased. In 1913 thev amounted to 
$20,878,000, in 1914 to $H),259.000. and 
for the five months of 1915 to date. 

I will give some of the itc^ms whose de- 
creased consumption brought about these 




(Prices of materials have increased so much 
since Mr. Galloway delivered this address (June 
25-26, 1915), that it would he hopelessly inade- 
quate to give here the comparative data read 
by him to illustrate the real condition. Some 
materials have increased several hundreds per 
cent, in cost, and there has been an increase in 
the cost of nearly everything used in railroad 
work. This general increase brings home to us 
strongly the necessity of economy and efficiency 
in the conduct of our work.) 

Another thing I want to speak about 
is scrap. The price of scrap has been 
decreasing for some time. At present 
it is worth about S2.0() a ton less than it 
was a year ago. and, based on last year's 
sales, this will mean a dead loss of 
$300,000. While on this subject I would 
like to say that we are greatly in need of 
increased facihties for handling scrap. 
Except at Mount Clare they are poor. 
We are in need of bins, platforms and, 
especially, cranes. We have a crane at 
Mount Clare for which we paid $7,425 
and which in the last twentv-one months 
has saved $11,000. 

I have shown that we will have to 
stand a dead loss of $300,000 in the sale 
of scrap material. We must also expect 
large increases in the cost of materials. 
It will be more as time goes on, because 
all the markets are rising and we are 
starting on a stock valued at $3,780,000 
less than in 1913, and there is no disposi- 
tion on our part, nor on the part of the 
management, to increase the stock. 
Therefore, as I see it, it means just two 
things — greater conservation of old ma- 
terial, and greater efficiency and economy 
in the use of new material. 

Students' Club Notes 

SiPLENDID progress has been re- 
ported by the Baltimore and 
^^^ Pitts})urgh student clubs, organ- 
=^ ized for the systematic study of 
freight traffic. 

The complex problems confronting 
freight traffic department employes today 
have been found to be much more difficult 
of solution than at any previous time. 
In order, therefore, to qualify for the 
higher positions it is essential that the 

emplojT have a full understanding of the 
basis of tariff making and traffic regula- 
tion, as well as of those elements which 
form the ground work for effective 

It is confidently anticipated that those 
who complete the course of study and by 
application demonstrate their fitness for 
larger responsibilities will realize excep- 
tional benefits from their study of freight 
traffic work, for ''responsibilities gravi- 
tate to the person who can shoulder 
them, and power flows to the man who 
knows how." Much interest is being 
taken by superior officers in the progress 
of the study clubs. 

Wade T. Porter, representing the 
La Salle Extension University, reports 
that he has been able to increase the 
num])er enrolled in the Baltimore C'lub to 

W. C. Coles and R. E. Kennedy 

Made Pilot Engineers on 

Valuation Committee 


X Apiil 1st, W. (\ Coles was made 
pilot engineer of the Valuation 
Conunittee, with headquarters at 
Wheeling, W. Va. R . E. Ken- 
nedy, effective April 16th, will also serve 
as pilot engineer, with headquarters at 
lielay, Md. 

Th(^ pilot engineers of the Valuation 
('ommittee are in charge of the field par- 
ties who will go all over the Sj^stem mak- 
ing surveys and maps, and making inven- 
tories of our property, researches of real 
estate titles and searches for ordinances 
for franchises. 

They will also seek to discover hidden 
I)roperties, such as trestles which have 
been covered up, deep foundations and 
abutments which have been buried by 
ballast or fills, embankments in sink 
holes, and all extra expenditures which 
have been made for construction work 
not now visible. 

They will make notes and records of 
all such discoveries, to present to the 
valuation engineers of the United States 


when tlu'v start tlieir valtiation of our 

In this connection the attention of all 
tlie employes is called to the article which 
will l)c in the next issue of the Employes 
Magazine, entitled ''How Employes Can 
Help The Baltimore and Ohio in the 
Valuation of its Properties.'' 

pacity for ten years before his hrsi pro- 
motion came. Then, on July 1. 1902. 
he was advanced to the position of copy 
operator in the train dispatcher's office 
at Cumberland. Since then his rLse has 
been steady and rapid. In August, 1903, 
he was made train dispatcher, in May, 
1907, chief train dispatcher, in January, 
1910, assi.stant trainmaster and in May, 
1913, trainmaster. 

John W. Deneen Promoted to 

Assistant Superintendent 

of Cumberland Division 


X April 17, John \\\ Deneen 
was promoted to the position of 
assistant su])erintendent of the 
Cuml)erland Division. 


^luch satisfaction was expressed by the 
employes of the Cumberland Division 
when it became known that Mr. Deneen 
had become assi.stant superintendent, 
and he was in receipt of congratulations 
and many assurances of support and good 
will from his fellow employes. 

Mr. Deneen entered Baltimore and 
Ohio service on July 8, 1892, as a tele- 
graph operator. He served in that ca- 

Dr. E. M. Parlett Made Chief of 
Bureau of Welfare 


H. E. M. PARLETT. until re- 
cently Company physician at 
Xew Castle, Pa., has been made 
chief of the bureau of welfare 
of the Baltimore and Ohio, reporting to 
J. T. Broderiek, supervisor of special 

Dr. Parlett has been connected with 
our Relief Department for a number of 
yeai's as resident sm-geon in vai'ious 
cities and was also sanitation expert on 
the General Safety Committee, of which 
the late !Major Pangl)orn was the chair- 
man, being especially qualified as sani- 
tarian on account of special courses taken 
in this modern branch of medical science 
at the University of Maryland. He 
l)rings to his work not only splendid 
professional abilit}' but a magnetic and 
likeable personality, which will ])e of 
2:reat value to him in his new and im- 
portant work. His long experience in 
the Relief Department and the inval- 
uable knowledge of conditions on the 
System which he secured while a member 
of the General Safety Connnittee, have 
given him a fine understanding of our 
welfare problems, the study and solution 
of which ht will inmiediatel^' begin. 

Dr. Parlett is well known and hked by 
hundreds of employes all over the Systera. 
particularly those men who have been 
prominent in the Safety work. They 
will be glad to hear of his appointment 
to this important new position and to 
extend to him hearty cooperation in 
making the results of his investigations 
far reaching and beneficial. 


Late General Attorney of the Baltimore and Ohio Chicago Terminal 

Railroad Company 


BORN MAY 28, 1850 DIED APRIL 18, 1916 

JESSE Billings Barton, General Attorney of the Baltimore and 
Ohio Chicago Terminal Railroad Company, died early Tuesday 
morning, April 18, at his home in Hinsdale, Illinois, as the result 
of a sudden stroke of apoplexy. The funeral services were held at 
Grace Episcopal Church, Hinsdale, on Wednesday afternoon, April 
19, at 2.30 o^clock, and were conducted by Hinsdale Lodge A. F. & 
A. M. His widow, formerly Mrs. Lucy E. Bonfield, three children 
and two sisters, survive him. 

Mr. Barton was born in Demorestville, Ontario, Canada, on May 
28, 1850, the son of Samuel E. and Philena A. Barton. After his 
graduation from the University of Toronto in 1870, he came to Chicago 
and studied law in the office of the late Chief Justice Fuller of the 
United States Supreme Court. He was admitted to the bar in 1875, 
and was Assistant Corporation Counsel for the City of Chicago from 
1876 to 1879. In 1881 he was appointed Assistant Attorney for the 
South Park Commission, and three years later was made attorney 
for the old Chicago and Great Western Railway Company, continu- 
ing as such until 1889, when he engaged in the general practice of 
law at Ogden, Utah. He returned to Chicago in 1892 and became 
attorney for the Chicago Title and Trust Company, remaining with 
this company seven years. From 1899 until 1910 he was Director 
and General Attorney for the Chicago Terminal Transfer Railroad 
Company, and upon the organization of the Baltimore and Ohio 
Chicago Terminal Railroad Company in 1910 he was appointed Gen- 
eral Attorney, holding this position at the time of his death. 

Mr. Barton was a member of the Chicago Bar Association, the 
University of Toronto Club, the Hinsdale Club and Hinsdale Lodge 
A. F. & A. M. 

The Company and its employes sustain a distinct loss in the 
death of Mr. Barton. His interest in the welfare of our most humble 
workers was just as keen as it was for those in positions of greater 
responsibility. He was never too busy to give his valuable and un- 
selfish advice to anyone who requested it. A close student of social 
and economic questions, as well as a brilliant lawyer, he was a most 
interesting conversationalist and a forceful public speaker. With 
years of training and experience in corporation law behind him, his 
services as an arbitrator of disputed questions were in great demand, 
and his legal decisions on railroad matters were considered authori- 

Mr. Barton was a thorough Christian gentleman in the finest 
sense of the term, and his life was an inspiration to all who knew him. 
Courteous and kind, yet standing firm for the right, he acquired the 
love and respect of a host of friends, who sincerely mourn his death. 

Employes Can Now Get New Style Goggle 
Adopted by Company 

The Adjustoglas Safety Goggle Gives Maxi- 
mum Protection, Comfort and Efficiency 


HEN the Safety First movement 
was inaugurated one of the first 
things to receive the attention of 
those interested was the protection 
At that 

of eyes 

time the goggles 
on the market 
were of unsatis- 
factory manu- 
facture and 
utterly inade- 
quate to protect 
eyes from acci- 
dents occurring 
in the industries. 
The glass used 
was of inferior 

quality and very apt to break or splinter 
into the eye at the least blow. The 
frames were not designed for the purpose 
of keeping out fly- 
ing particles and 
provided little if 
any protection. 

Many improve- 
ments have been 
made which have 
increased the safety 
of goggles, but fre- 
quently they have 
been added at the 
expense of comfort 
to the wearer. 
Hence, while gog- 
gles have been de- 
vised that are safer 

than the old style, figure i 

they frequently 

have proved so uncomfortable that the 
men have been unable to wear them, or, 
if required to wear them, have suffered 
from sore noses, cheeks and ears. To 

overcome this, goggles have been made in 
three or four sizes, but this has not 
proved satisfactory, because three or four 
sizes can not be made to fit hundreds of 

different faces, 
no two of which 
are aUke. There 
was only one 
solution to this 
problem, name- 
ly, that of pro- 
ducing a goggle 
with a nose piece 
that could be 
changed or ad- 
THE ADJUSTOGLAS justed to fit any 

face and capable 
of giving absolute comfort and safety. 
Anxious to see that their employes 
were provided with the most satis- 
factory goggle to be 

obtained, officials 
of the Baltimore 
and Ohio Railroad 
have investigated 
the various types of 
protector and 
have approved 
the Adjustoglas 
goggle for use on 
the System. It 
seems to possess a 
maximum of pro- 
tection, comfort 
and efficiency for 
enabUng the wearer 
properly to handle 
his work. 
The accompanying illustrations show 
how this goggle may be easily and com- 
fortably fitted to any face without the 
use of tools. If the distance between 


the lenses is too narrow so that it binds 
on the nose or cheeks, grasp the goggle 
as illustrated in Figure No. 1 , then bend 
to position illustrated in Figure No. 2, 
by pulling the lenses apart at the bottom. 
This will straighten the wire at point 
''C. " Next, bend the top down as 
illustrated in Figure No. 3, in order to 
bring the lenses into a straight line 
(note change in shape of wire at points 
''B")- The wire used in the bridge will 
bend without breaking, unless misused. 
The pad bridge ''A" can easil}' be 
bent in or out to set the goggle as close 
to or as far away from the face as is 
desired. Should the goggle set away 
from the face too far at the bottom, bend 


the temple as illustrated in Figure No. 4. 
The temples may be lengthened by un- 
curling, or shortened by curling. 

The Adjustoglas goggle will not rust 
and may be sterilized or cleansed in 
boiling water or live steam, without 
injury to frame or lenses. 

The lenses used in the Adjustoglas 
are clear white optical glass perfectly 
ground and annealed and are free from 
imperfections of any kind. They are 
tough and will resist a heavy blow. 
Should the blow be heavy enough to 
break the glass, it will not be driven into 
the eye, so that when the Adjustoglas 
is worn practically absolute safety and 
comfort are provided. 

Just a word about wearing goggles. 

No goggle can protect a man's eyes 
when it is not being worn. Goggles left 
on the work bench, carried in the pocket 


or slipped up under the cap are protect- 
ing no one's eyes. The accident that 
results in the loss of an eye happens in a 
second, yet its results last a life time and 
you can never get back what you lose; 
there is no substitute for eye sight. 

Keep your goggles on your face. The 
Companj^ has provided what it believes 
to be the most satisfactory goggles 
obtainable and our superintendents, fore- 


men and employes can do their part 
toward reducing painful and maiming eye 
injuries only by seeing that goggles are 
constant Iv worn when needed. 


Rhapsody of Spring 

■ C ' ■ < »<r— ~>/. 


Spring: winds sing clear through the budding trees, 
As I stroll in the park at morn; 

But clearer to me floats the sound of your voice 

On the wings of Aeolus borne. 

So sweet the scent of the bruised sward, 
Newly cut by the mower's knife; 
But sweeter the spell of your presence, dear; 
To my hungering soul 'ti» life I 

The sun flames bright from the cloudless East, 
Warmth descends from its far-off fire; 
Yet naught but the light of your glorious eyes 
Can my yearning heart inspire. 

I hear the robin's enraptured note; 
Drink deep of the thrush's song; 
Yet, dear, for the strains of a dulcet tune 
From your rosebud lips, 1 long. 

The flowers unclose petals radiant, sweet. 
Thus to welcome the dawning day; 
And so would I open my arms to you, 
Love, forever and for aye. 

The world seems throbbing with happiness. 
Yielding bliss and supreme content, 
While broods over all the protecting dome 
Of the azure firmament. 

Though I may extol the forsythia, 
Weaving gold in the garb of May, 
Or the clustering blossoms of Hyacinth, 
Or the starling's petulant lay- 

And in this terrestrial paradise 
Of Nature's sweet, sentient things. 
Vibrating with magical happiness 
Which a morn of the Springtime brings. 

Or praise white morn's crystal, perfumed air 
Shaking blossoms o'er the wakening wold; — 
Ah! dear. Nature's beauty and mystic grace 
Yet remain more than half untold. 

What is the most soul entrancing note; — 

Most enrapturing melody. 

Attuned to the chord of my heartstrings, touched 

With ethereal harmony. 

For she appears in ecstatic mood, 
Gaily pulsating joy and hope; 
Her beauty zuid blessings so wonderful 
Claim Infinity for their scope. 

It is that strain of entrancing power. 

Like an angelic song from the blue, 

That brings to the shrine of my inmost heart. 

Sweet memories, love, of you. — T. T 

Play Ball! 

Suggestions for the Organization of the System 
Baseball League 

m^ iR. THOMPSON, our third vice- 
IVl president, has generously offered 
to donate a silver cup, emble- 
matic of the System Baseball 
Cyhampionship, to be held for a year by, 
and to be suitably inscribed with the 
name of the winning team, and to become 
the permanent possession of the team 
first winning it three times. 

In offering this cup, Mr. Thompson's 
object was not the production of two or 
three teams of exceptionally high caliber, 
but to get the greatest possible number 
of Our employes engaged in the healthful 
and fascinating game of baseball. 

It is proposed that as many teams as 
may be organized on each division com- 
pete among themselves to deteimine the 
divisional championship. These teams 
will then play against the other champion 
divisional teams in their district to 
determine the district championship, 
and the district champion teams will 
play a final series for the System cham- 
pionship and the Challenge Cup. 

The organization of the divisional 
leagues, the method of competition, the 
making of the schedules, etc., will be left 
to the division superintendents and the 
managers of the different teams on each 
division. In this way due consideration 
can be given to local conditions. The 
schedule will be left to those interested 
on each division, provided that tiio 
divisional championship be decided bv 
July 30. 

For the purpose of having the best 
competition, it is suggested that each one 
of the following be considered a division 
unit under the grand division or district 
headings noted: 

New York 

New York Terminal 
Staten Island 

Main Line 

Baltimore and Ohio Building 
Baltimore Division — 

Washington Freight Station 

Washington Terminal 

Mount Clare- 


Locust Point 


Curtis Bay 

Ohio River 




Chicago Terminal 
New Castle 





C. H. & D. 


Cincinnati Terminal League 

Wollston Division 

The winning team on each division will 
play with the other winning divisional 
teams on the grand divisions for tlie 
district championship. 



The teams representing the three 
eastern districts, New York, Main Line 
and WheeUng, will play a home and home 
series and the teams representing the 
western districts, Pittsburgh, Southwest- 
ern and C. H. & D., will play a home and 
home series, i. e.\ each team will plaj^ 
one game on each of the other team's 
home grounds. This will bring the final 
competition down to two teams, one 
representing the eastern end of our 
System and the other repiesenting the 
western end for the final championship. 
While it has not been fully settled, it is 
hoped that this final game can be played 
on or about Labor Day on League 
grounds, in Baltinfbre or Washington, in 
order that Mr. Willard, Mr. Thompson 
and the other officials and their families 
can attend and witness the presentation 
of Mr. Thompson's cup. 

Every man competing must be a bona 
fide employe of the Baltimore and Ohio 
Railroad Company or of its affiliated 
companies. Any team not playing bona 
fide employes will be debarred from the 

It is earnestly desired that the true 
spirit of sportsmanship prevail in all of 
these contests and substitution will not 
be tolerated and teams will remain 
intact from the beginning of the season 
until the final championship games are 

Dr. E. M. Parlett, chief of the newly 
organized Welfare Bureau, has started 
on a trip over the entire System, with the 
object of organizing the League. He will 
visit the division superintendents and 
confer with them and with the pros- 
pective managers of the divisional 



Who I Am? 

I am more powerful than the combined armies of the world. 

I have destroyed more men than all the wars of the world. 

I am more deadly than bullets, and I have wrecked more homes than the mightiest 
of siege guns. 

I steal in the United States alone, over $300,000,000 each year. 

I spare no one, and I find my victims among the rich and poor alike; the young 
and the old; the strong and the weak; widows and orphans know me. 

I loom up to such proportions that I cast my shadows over every field of labor 
from the turning of the grindstone to the moving of every train. 

I massacre thousands upon thousands of wage earners in a year. 

I lurk in unseen places, and do most of my work silently. You are warned 
against me, but you heed not. 

I am relentless. I am everywhere; in the homes, on the street, in the factory, 
all railroad crossings, and on the sea. 

I bring sickness, degredation, and death, and yet few seek to avoid me. 

I destroy, crush, or maim; I give nothing, but take all. 

I am your worst enemy. 


— National Cash Register Bulletin. 

"The House That Jack Built" 

**Standing Room Only*' Where Fascinating Safety Movie is 

Being Shown 

EMPLOYES and the residents 
along our lines' who have seen 
"The House That Jack Built," 
are very enthusiastic about the 
lessons which this great Safety picture 
teaches. It was long ago discovered by 
publishers, newspaper and advertising 
men, that the best wa}^ to put ''punch" 

into a written story or sermon was to 
illustrate it freel3^ And the making of 
this splendid motion picture and its 
showing on our System has more than 
ever demonstrated the impressiveness of 
the pictorial story. 

At most points at which "The House 
That Jack Built" has been given, a 





series of sixty slides, sliowing the right 
and wrong way of perfdrniing typical 
railroad operations have also been shown 
on the screen, immediately followed b}' 
some of the more picturesque and his- 
torical scenes along the Baltimore and 
Ohio. This makes a most entertaining 
and instructive combination of pictures, 
and in addition to driving home the 
salient features of Safety, is disseminating 
information of great practical value 
among our employes. 

emplo3-es present will bring out an 
enormous crowd. 

The meetings in the Riverside Y. M. 
C. A. for the special entertainment of 
our men in the shops in that section, 
drew 125 on the evening of March 23, 
and 175 on the evening of March 28. 
An organ recital added to the attractive- 
ness of each of these meetings and E. R. 
Scoville, chairman of the Safety work, 
drove home some of the reasons why the 
Company is doing such comprehensive 



' - ^^^^^^^^^i^^r^T^^^^^^^T^^^^^^^^ 


" --,,f - 4ttrii-;„flr' 


L^ -.^^^^.^■MB^iiaR^^^^ 

• 1 


K 9L 

^^^^^fT^ * 

K» ,;j«^''''«^)|paiM»t . 

^^^^^^^^^^SNtgr ^^^^^^^^H^fldvT ^J^^^^Kf^ 



''The House That Jack Built" was 
first shown at the West Branch Y. M. 
C. A., in Baltimore, where after more or 
less hurried preparations, a large number 
of our Mount Clare employes assembled. 
The meeting was opened by a brief 
introductory talk by J. T. Broderick, 
supervisor of special bureaus, who was 
followed by a couple of songs contributed 
to the occasion by twenty of the mem- 
bers of the Baltimore and Ohio Glee 
Club. The enthusiasm of the employes 
present was great and it is safe to say 
that when the picture is again shown 
where our Mount Clare men can go to 
see it, the enthusiastic reports of the 

work to interest the men in the Safety 
movement. He reviewed briefly the 
work already accomplished, spoke of the 
present program for additional emphasis 
on the work, and made a fine appeal to 
those present to lend their individual 
and collective aid for the further advance- 
ment of the movement. 

Brunswick, Maryland, was next favored 
WTth an evening's entertainment. April 
6 was the night and Redman's Hall the 
place, filled to capacity. Those present 
were particularly fortunate in being able 
to enjoy the delightful musicianship of 
Miss Shannon, daughter of agent Shan- 
non, who played several piano pieces. 


Assistant superintendent Jordan intro- 
duced Mr. Scoville, who spoke g;enerally 
along the hues above indicated. T. R. 
Stewart, superintendent of shops at 
Caunberhmd, was the chairman of the 
next meeting held at our Y. M. C. A. in 
South Cumberland He introduced su- 
perintendent Cahill, who in his magnetic 
and forceful way presented earnestly to 
the men the great advantages which 
would come to them if they would lend 
their support to the Safety movement. 
Four hundred employes were present. 

Vocal selections varied the program at 
the next meeting at Keyser, April 13. 
Division engineer Trapnell^ as chairman, 
introduced Sir. Scoville for his brief but 
pointed Safety talk. Secretary Montig- 
nani of the South Cumberland Y. M. C. 
A. cooperated splendidly in making both 
the Cumberland and the Keyser meetings 
so successful. 

Grafton was the scene of the next 
presentation of the picture, the attend- 
ance being 658 enthusiastic employes 
with members of their families and 
friends. Superintendent Scott, as chair- 
man, had arranged for an unusually 
interesting program of vocal and instru- 
mental selections and everybody was 
enthusiastic over the success of the 

It will be noted from this brief review 
that the interest in the meetings, as 
evidenced by the number attending, 
increased at each succeeding performance. 
The good and true word that the picture 
is the most impressive presentation of 
the ''whys" and ''w^herefores" of Safety, 
as well as the most interesting, is un- 
questionably being passed along the line 
by all who have seen the picture. It is 
suggested, therefore, that every emploj^e 
seize the first opportunity available for 
enjoying it, for the program arranged for 
the exliibition over the entire System is a 
long one and although the Company 
wants everybody to have the privilege 
of enjoying this entertainment it may be 
a long time before the picture is repeated 
in the places where it has already been 

It need not be stated for the sake of 
frankness that the principal reason for 
showing the picture is to emphasize in 

the hearts and homes of our employes 
the supreme necessity of handling their 
railroad work safely. But it can also be 
as truly said that although tliis is the 
fundamental reason back of the Syste?n 
exhibition of the pictures, the entertain- 
ment features are being none the less 
enjoyed by our employes. The story is 
so human, the characters so real, the 
episodes so characteristic of those that 
occur in the lives of our railroad men, 
and the picture, from the mechanical 
standpoint, is so fine, that the results of 
its presentation are unquestionably doing 
an incalculable amount of good among 
our men. 

Paint and Powder Club runs special 
over Baltimore and Ohio 

EACH year the Paint and Powder 
Club produces a play at 

Albaugh's Theatre in Baltimore. 

It usually runs for a week and is 
the high water mark of all amateur pro- 
ductions made in the ^Monumental City. 
For several years past, the club has 
given some out of town performances, 
when we have had the pleasure of 
carrying the members, with scenery and 
all other perquisites of the production, 
on our lines. 

This year they made a run by special 
train to Washington and another to 
Frederick, on each occasion being accom- 
panied by district passenger agent 
Walton. Mr. Walton has looked after 
the transportation needs of the Paint and 
Powder Club for several j-ears and we 
understand that they have often ex- 
pressed their appreciation of his courtesy, 
service and attention. 

Get on the train that docs not stop 

At Worryville today, 
But rushes right through Troubletown 

And sings along the way. 
Get on the train that does not run 

To Care and Grief at all. 
But only unto Laughtervillo, 

Where roses deck the wall. 

— The Bentztown Hard, in Baltimore Sun, 

"No More Work for 'Old Enoch' Wheeler- 
He's Gone Where All Good People Go' 


WHO of those who have had occa- 
sion to go into the office of A. W. 
Thompson, third vice-president, 
in recent years, remembers not 

''Old Enoch" Wheeler. He, whose frame 

was beginning to bend a trifle with the 

weight of years, whose wrinkled face 

imaged a life 

of productive 

toil, whose 

silvered mus- 
tache, goatee 

and curly hair 

indicated that 

he had more 

than lived out 

the normal 

span of life. 

But the bright 

twinkle in his 

eyes shone as 

it had in his 

younger days, 

the deferential 

''Good Morn- 
ing, " had an 

added meaning 

because of the 

stooped frame, 

the well brush- 
ed uniform and 

slightly tilted 

porter's cap, 

still gave him 

a jaunty air, 

and cheeriness 

marked the per- 
formance of all 

of the nominal 

duties he was 

called on to 

perform. "Old Enoch" 

was a Baltimore and 

Ohio institution. 


An early education and natural keen- 
ness of mind aided him in securing his 
first position as porter on one of our old 
yellow parlor cars running between 
Baltimore and Harrisonburg, Va., back 
in 1859. He served through the Civil 
War honorably in one of the colored 

regiments and 
then with the 

call of the rail- 
road still strong 
within him, re- 
entered our ser- 
vice as porter 
to Captain 

For thirty- 
seven years his 
cooking made 
him famous 
with many of 
the leading 
officials of the 
Baltimore and 
Ohio and of the 
United States 
Such a service 
is eloquent of 
the fidelity and 
efficiency o f 
this honored 

He cooked 
for President 
Rutherford B. 
Hayes, who 
used the pri- 
vate car "Dela- 
ware" of C. K. 
Lord, president 
of the Baltimore and 
Ohio, when the Republi- 
can president attended 



the opening of the Northern Pacific Hail- 
road S3'stem. One of the faniihar stories 
told in this connection is that President 
Hayes asked him to continue in his ser- 
vice as his body servant in the White 
House. Enoch begged for a httle time 
for consideration and consultation with 
his wife and then gave the following 
decision: ''You may be president for 
only four years, Mr. President, but the 
Baltimore and Ohio goes on forever. " 

Enoch was in charge of the cooking 
on the special train which was to take 
President James A. Garfield to Elberon, 
just before he was shot by the assassin 
Guiteau The private cars were in the 
old Baltimore and Potomac station in 
Washington awaiting the lamented presi- 
dent and his entourage, among them 
the illusti'ious James G. Blaine and 
Roscoe Conklin. "Old Enoch" was 
near the spot when the assassin fired the 
bullet and the special train was held in 
the station for a couple of days on account 
of the tragedy. Afterward, as all well 
know, President Garfield was taken by 
another special train to Elberon, N. J., 
where it was thought the beneficial 
effect of the salt air would restore him 
to health. 

Enoch was the cook for several of the 
other presidents of the United States, 
and in later years had also performed 
this duty for Cardinal Gibbons on his 
trips to New Orleans. 

In 1906 the old porter's fame as a 
cook had become so widespread that he 
was put into service on the regular dining- 
cars of the Company, where for six years 
his dishes dehghted the palates of the 
traveling public. Being slightly dis- 
abled for road service, Enoch was next 
employed in the office of third vice- 
president A. W. Thompson, as special 
''office boy," where he had remained 
since 1912. 

Immediately after the organization of 
the Baltimore and Ohio Glee Club in 
September, 1914, Enoch requested that 
he be allowed to attend the rehearsals. 
Of course, he was gladly welcomed by 
all the boys and scarcely a night went 
by that he was not present to enjoy the 
singing. More expressive than any 
thanks he could have given, more appre- 

ciative than anything he might have 
said, was the expression on his face wh(»n 
the boys sang softly the beautiful strains 
of "Old Black Joe." Enoch seemed to 
live the song as it was being rendered. 
His mouth would break into a half 
happy, half sad smile and his eyes nearly 
close as he sat entranced by the sym- 
pathetic melody. 

It was a great privilege for the members 
of the Club to have him attend their 
first concert in April, 1915, as their guest. 
Never will our Baltimore employe singers 
have a more ardent admirer than "Old 

He had the faculty of making friends 
with everj^body and with the appreciation 
of one of these, this brief tribute will 
close. Louis J\I. Grics, chief clerk to 
the auditor passenger receipts, who has 
written many fine poems for the Em- 
ployes Magazine was moved to ex- 
press his recollection of "Old Enoch." 
Immediately after his death he wrote 
the editor as follows: 

"I knew Old Enoch for many years 
and he was always the same admirable and 
deferential servant. I was very fond 
of him because of his good qualities, and 
therefore felt impelled to write the en- 
closed, which you maj' use if you care to." 

The poem follows: 

Requiescat In Pace 

In Memory of 

The Late "Old Enoch" Wheeler .Porter), 

Aged 80, or More. 

Farewell, thou faithful servant, rest in peace; 
Though mortals toil and triumph, build and plan ; 
Yet all must go, the master and the man, 
Into the valley of the soul's release. 

Although thy lot was cast in humble ways, 
No less the merit for the task well done; 
The guerdon of the worthy thou hast won 
Through loyal service rendered all thy days. 

And not in vain thy pilgrimage shall be, 
For on the Stygian river's thither shore. 
Thy soul shall rest in peace forevermore, 
Graced with a crown of immortality. 

— Louis M . Uiice. 



Baltimore and Ohio 
Employes Magazine 

Robert M. Van Sant, Editor 
Arthur W. Grahame, Associate Editor 
Herbert D. Stitt, Staff Artist 
George B. Luckey Staff Photographer 

Mother's Day 

A FRIEND came into the office re- 
cently and asked, ''When is 
Mothers' Day?" 

"Every day is Mothers' Day 
for me," came back the answer, quick as 
a flash, from one of the fellows present, 
the one who always says the right thing 
at the right time. 

He is blessed with the possession of a 
most unusual mother, yet we know that 
he expressed an ideal of most of us when 
he paid the pretty compliment to the one 
who gave him birth. 

How many of us, however, actually 
live this ideal in every day life? How 
many of us start the day with the prayer 
that we learned at mother's kme; or 
remember the sacrifices she made for us; 
or think of the devotion she has lavished 
on us, the pride she has in us and the hope 
she has for us — how many of us think of 
these things when we are tempted away 
from the path of righteousness and honor? 
Surely a man can have no human counsel 
better than the inspiration of those 
things his mother loves and supports. 

But the fact remains that too often we 
forget them and her. Too constantly we 
face temptation and cruelty and selfish- 
ness in our everyday life. We get 
hardened and forgetful. We are grown 
to maturity and we miss the guiding 
hand, the cheering word and the loving 
caress of her to whom we owe our being. 

It was a happy thought, therefore, 
which led some Americans of fine patriot- 
ism and sentiment several years ago to 

advocate the celebration annually of 
''Mothers' Day." They ui'god a day set 
apart by common consent for a national 
manifestation of our belief in the sanc- 
tity, the sweetness and the sacrifice of 
motherhood; a day when we could turn 
from the confusing and conflicting coun- 
sels of every day business and social life 
to the pure inspiration which has its 
font in the heart of the mother; a day in 
which, by a little more reverent attitude 
toward the things of life she thinks worth 
while, or the thought of the lovelight 
which transfigures her face, or the recol- 
lection of her favorite poem or verse, or 
the sending of a good long letter home, or 
even by the wearing of a simple but 
beautiful flower in her memory, we could 
give our mothers a little tribute of the 
great love and respect they so richly 

Mothers' Day comes on Sunday. 
May 14, this year, and countless mothers 
will share the admiration and homage 
which millions of American children of all 
ages will pay them. What of the quick- 
ening of our love and the rededication of 
our devotion to the one who best deserves 
them on this glad Sunday? Will you be 
one to gain inspiration ana strength by 
participating in this new and beautiful 
American custom? 

The Basis of Railroading 


NE of' the Railroads had a bad 
collision recently. The conduc- 
tor, engineer and fireman of an 
extra train all forgot about a 
regular passenger train, the schedule of 
which they knew perfectly well, and ran 
into it from behind. After getting all 
the facts the superintendent of the divi- 
sion reported that the accident was 
caused by the chance assignment of chree 
moral weaklings to the same crew. The 
conductor had been fired once before for 
causing a collision and was not a man of 
strong character. The engineer's rec- 
ord showed three previous suspensions, 
and he was known to indulge occasionally 
in gross immoralities. The fireman had 
been in trouble over a scandalous domes- 
tic difficulty. The superintendent sum- 
med up: 



"Ha\in^- in the service such men as 
(lipso, the best way to frame up a coUision 
is to j>et them together in the same crew." 

The Railway Age Gazette comments 
on the gravity of this (hmger and the 
(hfficulty of forestalhng it, and suggests 
that perhaps it would be a good rule ''to 
make sure of at least one wholly trust- 
worthy man on every train." The 
jwint is that in this particular, railroading 
does not differ from an}' other human 
l)ursuit having to do with the hard facts 
of this world. The basis of them all is 
character and lack of character means 
loss and peril and death. — Collier's. 


EiVERY man is under an obhgation 
to preserve his self-respect. It 
WBl is true that neither money nor 
^^^ ' high position is necessary to 
self-respect. The man that does his best 
at all times and under all conditions; 
whose ideals are high and whose purpose 
honorable; who fulfills as best he can the 
duties that are his to perform — that man 
may justly hold up his head and look 
the world in the eye. 

But self-respect is impossible to normal 
manhood while heights within reach 
remain unat tempted. 

Have you thought of that — or tliis? 

Nearly every normal man wants to 
marry and should marry. But no man 
has a right to ask a woman to risk tlie 
things essential to decent living. Wealth 
does not necessarily make a happy home, 
but neither does deprivation. The right 
sort of girl will ask only that the candi- 
date for her hand have enough to protect 
her against humiliation, and a purpose 
to get ahead. Only the wrong sort of 
girl will be satisfied with less. 

The man who lacks either ambition or 
the will to make ambition effective has 
no right to respect himself. People 
whose opinions are worth considering 
will not respect him. Trust in luck is 
cowardl3\ Whining and self-sympathiz- 
ing are contemptible. Railing against 
conditions one has power to remedy is 
beneath contempt. 

Possibly these are platitudes. Cer- 
tainly the}' are truths. 

The essentials to self-respect are pos- 
sible to every one. There are none save 
imbeciles, and the very young, and the 
very old who cannot learn, achieve, and 
compel. You know . wherein you are 
lacking. For the sake of our common 
manhood, preserve your self-respect. — 

- «+ 

Government Ownership in the War 

From address of Lord Claud Hamilton, M. P., at the annual meeting of the 
proprietors of the Great Eastern Railway of England, February 11, 1916 

DOES IT not strike you how marked is the contrast of the smooth and successful 
working of the gigantic task imposed upon the Committee of General Managers 
with the reckless and haphazard manner in which much of the work also under, 
or partially under, Government control has been administered? The reason of the 
difference is obvious. In the one case the work has been performed by practical, trained 
business men; in the other case the preponderance of politicians, lawyers and Govern- 
ment officials— in many instances without any real business experience -has been the 
cause of a terrible waste of public money, of inefficiency, and of unpardonable delay. 
These mistakes are, I am glad to say, being gradually rectified; but the war has been in 
progress for one year and seven months, and it seems a grave reflection upon our system 
of Government that such maladministration should have been possible, and in the best 
interests of the country it is greatly to be deplored. 


Tailored Costumes in Many Guises 

From "Pictorial Review" 


ODELS of tailored design that 
may be well adapted to the needs 
of spring and summer ward- 
robes. Reading from left to 

right are shown : 

No. 6611. Misses' sports coat in 
checked serge with collar and cuffs of white 

No. 6640. Smock made of white 
flannel and trimmed with smocking. It 
comes in sizes 34 to 42 inches bust, 
and is worn with skirt No. 6622, a 
two-piece circular model developed in 
striped flannel. Sizes, 22 to 32 inches 

cloth, proving that the young girl's outer- 
garments may be quite as attractive as 
they are utiKtarian. Sizes, 14 to 20 years. 
No. 6649 is the charming waist worn 
under the coat. It is developed in flesh 
color crepe de chine and trimmed with a 
shawl collar of satin. Sizes, 34 to 44 
inches bust. 

Faille or taffeta may be used for the 
third costume (Jacket No. 6666, sizes, 
34 to 44 inches bust; skirt No. 6517. 
Sizes, 22 to 36 inches waist.) It is 
trimmed with bands of plain satin and 
the double shawl collar may combine 
satin and organdy. 

Price of each number, 15 cents. 


Attractive and Practical Fashions for 
Spring and Summer 

By Maude Hall 

Prepared Especially for the Employes Magazine by 
**Pictorial Review" 

WiHERE the budget for dress has 
been curtailed to meet the con- 
^^^ stantly increasing; cost of hving 
^^^ ^ one must select frocks that are 
practical while fashionable. The tailored 
suit commands attention just now, for 
spring is the open season for tailleurs and, 
in addition, many of the models now 
exploited in serge, gabardine and silk 
will be duplicated in linen and lighter 
materials for summer. 

Black and white effects continue to be 
fashionable and there is that about the 
combination that suggests tailored smart- 
ness and tailored well-being. Some of 
the new checks are conservative, but 
others are the boldest things imaginable, 
though they court popularit}^ without 

Sports costumes assert themselves with 
peculiar emphasis just now, for everj^one 
is following the example of the capital's 
leaders of fashion and indulging in that 
most healthful of exercises, walking. 
Walking is something that everyone can 
do, and there are women who go in for 
the exercise for the joy of wearing the 
suits designed for it. The suit ideal 
consists of a striped skirt and checked 
coat. The smock is also fashionable, 
especially if belted and trimmed with 
immense pockets and smocking. 

More conservative walking suits are 
fashioned of serge, gabardine and faille, 
being used for general wear as well as 
for exercise. 

There are many semi-fitted and rippling 
coats among the new designs, but the 
exceptions are the loose flaring models 
trimmed with narrow cire braid, which 

have found many admirers and which are 
sure to be much copied. There are also 
shorter coats on the same general lines, 
and short box coats with but little flare, 
and still shorter are the widely flaring 
bolweos and other coats reaching only 
an inch or two below the waistline. 

For the days that will bring the one- 
piece frock unenveloped and developed 
in fabrics pecuharly summery, there are 
lovely models in linen, voile, crepe de 
chine, organdy, embroidery batiste, etc., 
not forgetting foulard, taffeta and pongee. 

Among the thinner materials the 
revival of grenadine is interesting and 
some very delightful models have been 
built up of this stuff in combination with 
taffeta or other silk. One model of dark 
blue grenadine and taffeta in particular, 
with spidery tracery of gold embroidery 
on the taffeta and gleaming through the 
transparent grenadine, is a useful and 
hkeable little dress. Etamine is liked, 
too, and so are the voiles and some of the 
very sheer soft silk and wool mixtures 
that are made in charming colorings and 
figured designs. 

As for cottons, there is no end to the 
novelties, but the smartest httle cotton 
frocks seem to lean toward the plain 
colors and white. 

Sleeves are more elaborate than they 
have been for years, and by the up-to- 
date style of its sleeve is a costume 
distinguished. A last year's sleeve is 
fatal this spring, so radically have sleeve 
modes changed. ''Puff" is the watch- 
word in sleeves just now. The puff may 
be at the shoulder, at the elbow or at 
the waist, but it must be somewhere. 




Sleeves of tailored frocks often button 
from wrist to elbow and then puff out 
above. Sleeves of evening frocks often 
drop, quite close to the arm, for an inch 
or two below the shoulder, and then puff 
monstrously to the elbow. In all cases 
the puff must be reinforced underneath 
with some light, crushless lining, so that a 
coat pulled on over it, or a summer 
night's dampness around about it cannot 
make it slink limply against the arm. 
For it is a puff, and never a drapery, be 
it remembered. Many of these new 
sleeves are lined with a new satisfactory 
crushless stiffening fabric; and one is 
amusingly reminded of dressmaking days 
twenty years ago — when one's trous- 
seau was in process of preparation, 
perhaps — as one bastes the big layer of 
stiffening to the equally big layer of 
sleeve and snips out notches for gathered 

Some of the prettiest of the imported 
summer frocks, if not the most compli- 
cated or pretentious, are the simple 
models in thin figured silk crepes, chiffon 
and foulard, the last mentioned mas- 
querading under various names, but still 
the beloved, practical foulard in its very 
thin radium qualities. White grounds 
figured in dark blue have been chosen for 
some successful models of this type in 
crepe or chiffon; and a little dark blue 
taffeta is likely to be used as trimming. 

Some red and white, crepes and fou- 
lards, chiefly in cherry shades, are success- 
fully exploited, too. The beige and very 
light tans with a limit of green in them 
are figured effectively in dark blue or 
black and used for chic foulard or crepe 
frocks, and then there are the striped 
designs in these same materials, which 
are always attractive, if not quite so 
popular as they were a little while ago. 

tions. This means simply the introduc- 
tion of a bold splash of color in the most 
artistic way possible. The frock to the 
right is in pale gray embroidered ci-epe 
Georgette trinuned with orange silk, the 
scallops of the embroidery reposing on 
the silk in splendid relief. In medium 
size the design requires 4]/^ yards 40-inch 
wide crepe and 2 yards 40-inch silk. 

The second dress is carried Tout in 
embroidered voile — a cream background 
with figures in Mediterranean blue. 
Flame colored velvet ribbon is laced 
through the top of the waist. Ruffles of 
l)lain blue silk trim the skirt and waist, 
2 yards 36-inch silk being required for the 
trimming and 5 yards 36-inch voile for 
the dress. 

First Model: Pictorial Review Costume No. 
0568. Sizes, 14 to 20 years. Price, 15 cents. 

Second Model: Costume No. 6581. Sizes 16 
to 20 years. Price, 15 cents. 

Showing the Influence of Bakst. 

FIASHION makers declare that it is 
impossible to think of new gowns 
Min any but the terms of the 
Russian ballet and Bakst just 
now. Not that well-dressed women are 
adopting stage costumes, but because 
of the demand for Bakst color combina- 

If I Knew You 

If I knew you and you knew me— 
If both of us could clearly see, 
And with an inner sight divine 
The meaning of your heart and mine, 
I'm sure that we would differ less 
And clasp our hands in friendliness; 
Our thoughts would pleasantly agree 
If I knew you and you knew me. 

— Nixon Waterman. 

Home Dressmaker's Corner 

Whether Seen From Back to Front This Little Frock is 

Exceedingly Smart 

HERE is just what the httle kiddies 
need for spring. There is no 
choice of materials, for the selec- 
tion is so wide this season that 
one has a long hst from which to choose. 
Albatross is serviceable, looks well and 
wears splendidly. The dress has the 

front and back 3'oke cut in one and is 
trimmed with smocking. 

In medium size the design i-equires 
23/8 yards 36-inch albatross. If the 
material is 44 inches wide, Ij^ yards will 
be sufficient for the dress. 

There are not many pieces to the 
pattern, so the dress can be cut out 
quickly. Place the front and back sec- 


I %3 '"/ 6j 


Patented April 30. I'W 

tions on the lengthwise fold of material, 
with the yoke and collar to the right. On 
the upper row are laid the lap, the pocket 
and the sleeve. These three selections 
are laid on a lengthwise thread. 

If smocking is used as a trimming, it 
should be done before the dress is put 
together, as this saves both time and 
trouble. Shirring may be substituted 
for smocking, however. For the pre- 
hminary step in construction, slash down 
to the fold at center-front, from neck 
edge to large "0" perforation; sew lap to 
the slashed edges as notched, making 
seam ^ inch wide at upper edge of slash 
and graduating into nothing at lower 
edge: fold lap through center, fell re- 

Cl TTINCCUDt 059 1 


maining edge over seam. Turn lap 
under the right slashed edge and stitch 
the upper edges of lap and front, from 



neck edge to large '*0" (left side) to 
extend, finish for a closing. Gather 
upper edge of front and back between 
double ^'TT" perforations, and make two 
rows of gathers below, IJ^ inches apart. 
Slash front near under-arm edge, be- 
tween small "o" perforations. Join two 
pocket sections leaving an opening at 
upper part between small ''o" perfora- 
tions: sew to the opening in front section. 
Sew yoke to upper edges of front and 
back as notched, drawing gathers to fit. 
Close under-arm seam as notched. Turn 

a hem at lower edge of dress on small 
"o" perforations. 

Gather the sleeve on upper crossline 
of small "o" perforations and 1^ inches 
above. Close seam as notched, sew in 
armhole as notched, small ''o" per- 
foration at shoulder seam, easing in any 

Trim the dress with buttons. If they 
are made of black satin and are very 
tiny, they give a very smart finish to the 

Child's Dress No. 6o9L Sizes, 2 to 6 years. 


The Needleworker's Corner 

Linens for Dining Room and Bed Chamber; 

Delightful Centerpieces and Daytime 

Pillow Cases Afford Opportunities 

for Skilful Handwork 

By Kathryn Mutterer 

PI j^EXTY hnens are always m 
order, for they are treasured by 
every housewife. Centerpieces 
for luncheons and between-meal 
use are shown in wonderful new designs, 
simple but effective, and there are novel 
daytime pillow cases also claiming the 
home embroiderer's attention. 

Cream white hnen worked with blue 
thread is used for the centerpiece illus- 
trated. The correct size is 22 inches in 
diameter. The embroidery is done in 
eyelet stitch, the edge being scalloped and 
buttonholed. Brown or soft tones of 
red may be used instead of blue. It is 
always a splendid idea to have the colored 
embroidery on hnens match the furnish- 
ings and decorations of the dining room 
or bedroom. 

An unusual feature of the daytime 
pillowcase is its shape, which is in the 
form of an envelope. Solid satin, outline 
and cut-work stitch are used to develop 
the design. The scallops are slightly 
padded and buttonholed. 

Linen or the regular sheeting muslin is 
appropriate material for the cases, but 
Unen is recommended if the case is 
served for the guest chamber. 


No. 12226 

It seems useless to use the muslin 
when the linen will wear so much better 
and will look more deserving of the fine 
stitches. It really will pay in the end. 



Think of that when questioning the 
advisabihty of spending the extra money 
at the outset. 

Buttonhohng is the thing for the 
scalloped edge. Run straight stitches 
along the inner and outer edges, making 
the stitches sufficiently small to retain the 
shape. Then fill between the lines of 
stitches with padding, using a soft 

No. 12221 

darning cotton for the i:)urpose and 
making the stitches short on the wrong 
side and long on right side of the work. 
The padding stitches should swing with 
the curve of the scallop, and they should 
be fuller toward the center of each scallop 
and at the ends should be sparse and thin, 
with definite space between them. By 
observing this rule proper fullness is 
given to the center of the scallop. 

Don't stop when the pillow cases are 
finished; the design will prove quite 
suitable for a towel end, a bureau scarf 
or the top of a sheet. 

Centerpiece Embroidery No. 12226. Trans- 
fer pattern, 10 cents. Stamped on cream linen, 
22 inches in diameter, with cotton for working, 
80 cents. 

Pillow Case Embroidery No. 12221. Trans- 
fer pattern, 15 cents. Stamped on pure white 
linen. 32 by 62 inches, with cotton for working, 

The Transformation 

AT first it was nothing but a street : 
a stretch of roadway, two white 
ribbons of sidewalk, and a row 
of houses on either side. These 
stretched away as a collection of mean- 
ingless structures, conglomerations of 
wood and brick and stone and shingles, 
all new — and all dead. At least they had 

been dead until the moment when two 
little girls came gliding from one iiouse 
and out on to the long sidewalk on theii- 
roller skates. They proceeded to propel 
themselves up and down the long reach 
of smooth walk, running races, shouting 
to each other, and spreading the spirit of 
their happiness up and down the whole 
street. After a while they deigned to 
stop and talk to us. There was eight- 
year-old Alice in the blue sweater which 
sister had outgrown. Also there was 
little Jane, aged six. Alice didn't talk 
nmch, except to tell us about that 
sweater, and that she went to school, 
and that she had a dog which a neighbor 
had christened Baudelaire (''but we all 
call him Bowdy"). Little Jane hardly 
stopped talking or dancing about. And 
she would have sung us a song were it 
not for the fact that our shoes were 
muddy, a bit of childish reasoning which 
she stuck to unmoved. Whether it was 
her virtuosity of imagination or the fact 
that she crinkled up her eyes when she 
laughed, which made her unforgetable, 
it would be hard to say. As we looked 
l)ack from a distance the blithesome pair 
were still romping. And now the struc- 
tures which had seemed mere rows 
of houses were suddenly transformed. 
Thanks to Alice and Jane, they had 
become homes. — Collier^ s. 

If You Must Drink 

1. Start a saloon in your home. 

2. Be the only customer. You will 
have no Ucense to pay. 

3. Give your wife S2.00 to ,buy a 
gallon of whiskey and remember there 
are ninety-six drinks in a gallon. 

4. Buy your drinks from no one but 
your wife, and by the time the first gallon 
is gone, she will have S7.60 to put in the 
bank and S2.00 to start in business again. 

5. Should you five ten years, and 
continue to buy from her, then die with 
blue frogs and pink lizards in your sleeves, 
she will have money to bur\' you respect- 
ably, educate your children, buy a house 
and lot, then marr\' a decent man, and 
quit thinking about you. — Fro)n the 
Seidewitz Collection. 

Train and Engine Crews: 



As a railroad term means EFFICIENCY. 

Freight trains arc given standard schedules in order that crews may 
Exercise their ability to promote more efficient freight train service. 
The Standard Schedule Cards furnished you, show maximum time between stations and 
You are expected to maintain this schedule with tonnage train, and to improve upon it 
whenever possible. 


Is the most lucrative of railroad traffic and therefore the amount of 
Revenue derived from this source is of primary importance. 
Success or failure of this railroad depends entirely upon our ability 
To give the public prompt and efficient freight service. 


By Standard Methods on the Baltimore and Ohio 

Successfully demonstrates the practicability of this system, but, unless 
Every employe connected with train service cooperates with the Management, 
Results commensurate with the excellency of this method of handling trains are 
Ver}' unlikely to be forthcoming. You should therefore, 
As far as possible, "STANDARDIZE" ALL YOUR WORK. Do 

Not be content to just observe the standard set you. You should improve ui)on it. 1 

Can j^ou doubt that a thing done in the same way all the time improves service? f 

Every man in the service should know that Standard means — FIND OUT THE BEST I 


. , MEANS j 

I I Are at your disposal to materially assist Standard Operation. Trainmen should j 

1 I Ko(>p a sharp lookout for hot boxes while train is running. Journals burning off j 

i Exceed in number all other accidents. Brake beams down and broken flanges cause many bad accidents, i 

I See that your train is closely inspected each time stop is made. These accidents cause | 

I interruption of standard schedules, damage to equipment and even loss of life, | 


i Passenger service depends upon avoiding all unnecessary delays, therefore, j 

I Engine crews should make sure before leaving a station ahead of a passenger train that | 

1 Engine is in condition to make average running time as showTi on Standard Cards. | 

I Delays to passenger trains will be rare if this precaution is observed. 1 

1 i 

I Service j 

j Expected of you must be secure. REMEMBER— SAFETY FIRST IN ALL THINGS. You j 

i Cannot afford to take a chance at any time. THE SAFE WAY IS ALWAYS THE BEST WAY. j 

I Under no circumstances should train be left improperly protected. I 

j Remember "Rule 99" in the Book of Rules. Observe it closely. | 

j Every one of the above suggestions helps Standard Operation. Are you practicing them? | 

I . i 

" I THE EFFICIENT WAY is the Standard Way I 

1 The Standard Way is the BALTIMORE AND OHIO WAY | 

I I 

Are You a Standard Man? I 

i I 

I B. A. McDowell, Fuel Clerk, New Castle Division j 




Staten Island Division 

Assistant superintendent Tenant has written 
to engineer C. E. Wjiians. Jr., commending his 
action in discovering and promptly reporting 
defective condition of switch at St. George on 
April 9. A suitable entr}- has been made on 
Mr. Wynans' service record. 

Philadelphia Division 

On February 28, train No. 523 was stopped 
at Singerly because the steam hose between 
the engine and the train became uncoupled. 

Engineer E. J. Jones, who was a passenger on 
the train, went to the assistance of the crew 
and did most of the work of recoupling and 
repairing the hose. 

A credit notation has been placed on Mr. 
Jones' service record. 

OnApril 16, South- 
ern car 132352, which 
was standing on 
westbound track at 
Scott Street, Wil- 
mington, had its roof 
blown off. the wreck- 
age falling on the 
eastbound main 
track. Maintenance 
of way timekeeper 
Paul McXemar at 
once notified car- 
penter W. A. Hoerr, 
who immediately 
had W. S. Chambers, 
conductor of yard engine, flag the eastbound 
track, as a train was due. Mr. Hoerr then 
cleared the track. 

The Company greatly appreciates the prompt 
action of both :Mr. McXemar and Mr. Hoerr. 

Edmund Leigh, general superintendent of 
police, has written to brakeman T. J. McKeef- 
ery, thanking him for preventing theft of the 
Company's property. 

c. D. H.\XKS 

Cumberland Division 

.Mentioned in the April issue of 

the M.vG.\ziNE 


Cumberhind Division 

Mentioned in the April i.s.«ue of 

the M.\G.\ziNE 

While his train (2nd No. 95) was on the 29th 
Street hill, Philadelphia, on the night of March 
16, Mr. McKeefery 
noticed several men 
standing near a pile 
of merchandise 
which had evidently 
been taken from one 
of our cars. Stopping 
his train he seized 
one of the men, and 
attempted to hold 
him. Although he 
was unsuccessful in 
doing so he saved the 
Company from the 
loss of valuable 

"The full cooperation with the police depart- 
ment of the trainmen, and other employes of 
the Company." says Mr. Leigh in his letter, 
"will place our road in a position to boast of 
the few depredations and losses occurring on 
our line." 

Cumberland Division 

On March 28, Jesse E. Shuck, foreman of 
No. 4 erecting shop, saved a fellow workman, 
Mr. Spencer, from death, at a great personal 
risk. In some manner a gallon can of 

gasoline became ig- 

nited and exploded, 
covering Mr. Spen- 
cer with the burn- 
ing fluid. Without 
doubt ]\Ir. Shuck 
saved his fellow- 
employe's life. Mr. 
Shuck has been in 
continuous service 
since 1882. He is 
highly commended 
for his brave act JESSE E SHUCK 




Cumberland Division 

Mentioned in the April issue of 

the Magazine 

Monongah Division 

On April 11, yard brakeman A. McFarland, 
while on his way to work, discovered a defec- 
tive condition in track just east of way siding 
switch on eastbound track, east of Grafton 
.yard. He immediately reported the condition 
and repairs were made. A commendatory 
notation has been made on his record. 

Night foreman 
Michael Layyly, who 
is always thinking 
of "Safety First," 
recently saw a man 
clinging to the hand- 
hold on the left side 
of vestibule of a car 
on No. 55, as it 
passed the old pas- 
senger station in 
Grafton yard. He 
notified the dis- 
patcher's office and 
the train was stopped 
at Flemington, 
twelve miles from Grafton, and the passenger 
allowed to enter the car. Had a train passed 
No. 55, it is almost certain that the passenger, 
whose name is not known, would have been 
knocked off and killed. 

Wheeling Division 

On March 17, engineer W. F Hunt, engine 
2304, observed defective condition on tank 
of engine 2248 w^hile passing it at Kennon 
Mine. He stopped train and the obstruction 
was removed, thereby eliminating the possi- 
bility of a derailment. He is commended 

Night station baggageman Leo G. Bannon 
discovered defective condition in main track 
at Benwood Junction on April 6, and took nec- 
essary action to have it corrected. He is 

As train No. 94 was pulling out of the yard at 
Benwood on March 15, conductor R. W. Burns 
observed that the crossover switches were not 
in proper position. He had them properly 
looked after, and is commended for his close 
observation and prompt action. 

Cleveland Division 

While walking along the repair track after the 
men had gone to lunch on March 18, F. Obuck, 
car oiler at the Clark Avenue car shopd, noticed 

two strange men 
wrapping up four 
brasses which had 
been left lying be- 
side a car. He im- 
mediately notified 
car foreman Meck- 
stroth, who, with 
the assistance of 
other employes, 
brought the men to 
the office and turned 
them over to the 
Company police. 


Mentioned in the January issue 

of the Magazine 

Mr. Obuck has been commended for his prompt 
report and for his loyalty to the Company. 

Newark Division 

On the evening of April 14, Mr. Clarence 
Sayre, sixteen years of age, discovered defective 
condition in track just west of Lore City sta- 
tion, and promptly reported the matter to the 
operator at Salesville, O. The operator called 
the section forces, who made the necessary 
repairs. Young Mr. Sayre has been commen- 
ded by superintendent Stevens for his watchful- 
ness and prompt action. 

Master Eric 
Forbes, son of helper 
engineer T. N. 
Forbes, at Eldon, 
Ohio, discovered de- 
fective condition in 
track ahead of train 
No. 43, engine 2653, 
while the train was 
backing in stock 
track at that place 
on January 7. He 
promptly flagged 
the crew of this 

train, thus preventing a derailment. Master 
Forbes is only ten years old. He has been 
personally commended by superintendent 
Stevens for his watchfulness and prompt action. 

The following paragraphs are from the 
February issue of the Travelers' News and Rail- 
road Reporter. Mr. Riggleman's honesty was 
commended recently in the Employes Maga- 

Honesty of Baltimore and Ohio 

The honesty of railroad einpioyea wati 
exemplified recently by R. H. Riggleman, 



signal helper on the Cohimbus and Newark 
Division of the Baltimore and Ohio railroad, 
who found a twenty dollar bill that had been 
lost by a passenger and reported it to the train- 
master, by whom it was returned to its owner. 

The money was lost by a woman traveling 
alone and shortly after the fact had been 
reported to officials of the Company the signal- 
man reported the recovery. Due recognition 
has been made on the service record of the 
employe as a result of his honesty, comment- 
ing upon which superintendent Stevens, said: 

"It is gratifying to the Company to know 
that its ranks are filled with employes such as 
Mr. Riggleman, who are honest in their en- 
deavor to serve the public and take proper 
care of passengers while in their charge. While 
not engaged directly in dealing with the travel- 
ing public, the signal helper recognized that as 
a part of the operating organization he should 
strive towards the same end, and behind it all 
he recognized that honesty is the best policy." 

Pittsburgh Division 

A special letter of commendation has been 
forwarded by superintendent Gorsuch to Mr. 
H. W. Miller, of Renfrew, Pa., for meritorious 
services rendered the Company Christmas 
night. Mr. Miller discovered an obstruction 
on the tracks at Renfrew and notified the oper- 
ator, who took precautions to insure the safety 
of our trains. 

Superintendent Gorsuch has also written to 
Mr. W. H. Cornell, of Coulter, Pa., thanking 
him for services rendered near Robbins, Pa. 

New Castle Division 

Conductor N. D. Asper and flagman B. E. 
Stanhope found a 
large brass out of a 
locomotive along the 
line. They picked it 
up and gave it to the 
storekeeper at New 
Castle Junction. 
These men are com- 
mended for their in- 
terest in the saving 
of material, and wo 
are glad to express 
our appreciation of 
A. W. ROSE their action through 

Illinois Division. Mentioned the columns of the 
in the March issue of the ._ 
Magazine. MAGAZINE. 

Ohio Division 

H. H. Robertson is commended for his inter- 
est in the Company's welfare. He found a pig 
of lead east of the telegraph office at Gravel 
Pit, and took it to the baggageroom at Chilli- 
cothe. He also reported his find to the super- 

C. E. Jenkins is commended for service per- 
formed April 4. He noticed a defective con- 
dition of equipment on a car in a passing train, 
and made a prompt report. 

Cincinnati Terminal 

The accompanying picture is of J. J. Glab, 
signal repair helper, Cincinnati Terminal, 
who recently received a commendatory letter 
from assistant super- 
in ten dent M. H. 
Broughton, thanking 
him for loyalty to 
his employers. 

Mr. Glab, while a 
passenger on No. 3, 
discovered from the 
window a defective 
condition in track 
No. 2, eastbound, at 
Ivorydale Junction. 
He got off the train 
at Winton Place, the 
next station, reported the defect and took such 
action as was necessary to prevent an accident. 

It is gratifying to the management to know 
that we have such men in our em|)loy. 

Illinois Division 

J. J. GL.\B 

On February 1, a 
gentleman attempt- 
ing to board train 
No. 125 at Roches- 
ter, 111.; after it had 
started, was saved 
from falling under 
the wheels by brake- 
man H. H. Lewis, 
who dropped ofT and 
caught the gentle- 
man as he was fall- 
ing. Mr. Lewis is to 
be commended for 
prompt action, and a 
made on his record. 


his presence of mind and 
meritorious entry has been 




On March 3, W. A. Harris/ operator at 
Furman, noticed a defective condition on 
extra loTl west, and notified the dispatcher, 
who stopped the 
train at Caseyville 
and had repairs 
made. Mr. Harris 
is commended for his 
close observation. 

While on C.B.&Q. 
extra 2158 west at 
CarU'le, 111., on 
March 9, brakeman 
E. A. Brewer discov- 
ered and removed an 
obstruction on the 
track. Mr. Brewer's 
action probably prevented serious damage and 
we thank him for his watchfulness and good 

C. C. West, section foreman at Wheatland, 
has been roniinendcd for services performed 
during the high water 
in January. Mr. West 
waded through water 
about four feet deep in 
order to flag train No. 
94, near Wheatland,, 
when the water was 
over the track. 

On March 12, while 
on passenger train No. 
28, trackman John Bel- 
linger, of Olney, noticed 
a fire along the right- 
of-way and notified the section foreman at 
Claremont. Mr. Bellinger is commended for 
his action. 

On April 6 switch- 
man E. F. Kennedy, 
of Lawrenceville, 
discovered an unsafe 
condition and noti- 
fied the dispatcher, 
who called section 
foreman to make 
repairs. Mr. Ken- 
nedy is commended 
for his action. 



Toledo Division 

On March 9, while heading out of east siding, 
Cridersville, engineer Paul Bogart observed 

a defective track condition. He made a 
prompt report and repairs were made. Mr. 
Bogart has been commended by the sui)or- 

Conductor S. H. Erwin and engineer J. A. 
Vetters, with extra south 4035, found ol^struction 
on main tracks near Fairsmith on March 7. 
They stopped their train, cleared tracks and 
notified the dispatcher. Their action is com- 

On March 17, H. M. DaviSj operator at 
Roachton, discovered defective track condi- 
tion at north end of west siding at Roachton. 
He made a prompt report and repairs were 
made. His action is commended. 

On March 5, Edward Brown, operator at 
Hamilton, observed defective condition in 
train extra No. 614. 
He telegraphed 
ahead, had train 
stopped and condi- 
tion was corrected. 
He is commended. 

On March 9, oper- 
ator E. B. Starry, on 
duty at P. C. C. & 
St. L. Junction, ob- 
served defective con- 
dition in passing 
train extra No. 614 

north and notified the operator at New River 
Junction, who stopped train and corrected 

Mr. Starry is commended for his close obser- 
vation and prompt action. 

G. C. Snell, operator at Troy, observed de- 
fective condition in passing train No. 93 on 
March 25. He notified the conductor as train 
l)assed and the train was. stopped and defect 
corrected. He is commended for his prompt 

Wellston Division 

Section foreman John Brown, at Jamestown, 
deserves not a little credit for his keen observa- 
tion. While crossing the bridge over Caesar's 
Creek recently, he discovered that it was in an 
unsafe condition for trains, whereupon he 
immediately put out flags against all trains 
and notified proper authorities, who had the 
necessary repairs made. Mr. Brown's action 
is highly commended. 


4. 4. 

j V^f 




i v-f 

* + 

Auditor Passenger Receipts 

Correspondent, George Eichner 

Harry S. Phelps has been reappointed clerk 
to the city council of Laurel, ]\Id., by Mayor 
George W. Waters, who was recently re-elected 
for a third consecutive two year term. 

Mr. Phelps has been an employe of the Balti- 
more and Ohio Railroad for the last sixteen 
years. He is a son of ex-Mayor Edward 
Phelps, who served seven terms as the chief 
executive of the Midway City, and a brother of 
C. E. Phelps, a former passenger agent of the 
Baltimore and Ohio, and now city passenger 
agent of the Canadian Pacific Railway and 
Steamship lines, at Washington. 

The baseball team of this office is fast round- 
ing into shape, and will be in condition to play 
its opening game on May 6. At a meeting 
of the members Edward Boylan was elected 
manager and Charles Bacon secretary and 

Manager Boylan is pleased with the showing 
of the team, and is confident of a successful 

General Superintendent Motive 
Power's Office 

Correspondent, George L. Heimrich 

Prosoect Park will be the scene of a fierce 
struggle between the Regulars and the Yanigans 
of the G. S. M. P's office. 

Captain Foster has succeeded iii getting the 
Regulars in fine form, and is looking forward 
to an eas}' victory over the Yanigans. 

The line-up will be about as follows: 

Regulars— G. F. Patten, c; F. J. Muller and 
E. B. Greene, p.; E. H. Freeman, lb.; W. H. 

Gordon, Jr., 2b.; B. ¥. Goodman, .s.s.; li. S. 
Lamm, 3b.; W. E. Donnellv, r.f.; G. L. Hcmiick. 
c.f.; J. E. Stauffer, l.f.; D. H. Hick, manager, 
and J. J. Foster, captain. 

Yanigans— W. H. Goidon, Sr., c; C. N. 
Smith, p.; H. S. Schutte, lb.; A. E. Brown. 
2b.; J. E. Webb, s.s.; R. C. Miller, 3b.; G. D. 
Harris, r.f.; M. L. Webb, c.f.; J. D. Dobson, 
l.f.; J. R. Geist, manager, and J. W. Phipps, 

For the Regulars W. M. Clardy will be intlic 
pits, having full charge of the gloves and power 
sticks, and water will be circulated by Mcssis. 
Gore, Lowe and Boyd. H. H. Carter will be in 
the pits and A. C. Hailstork on the water wagon, 
for the Yanigans. 

Freight Claim Department 

The freight claim department baseball team 
would like to arrange a game with a Baltimore 
and Ohio Railroad nine on the Baltimore. 
Cumberland or Philadelphia Divisions, for 
July 4. Cumberland, Md., is preferred. Ad- 
dress J. B. Kemp, freight claim department. 
Baltimore and Ohio building, Baltimore. 

Timber Preservation Department 

Correspondent, S. I. O'Neill 

T, E. Kesterson, stenographer to the chief 
clerk, has joined the Baltimore class to study 
Interstate Commerce law and railway traffic. 
Here's luck to the future traffic manager. 

A. G. Smith, one of the clerks in the office, 
made a trip to his home town, Lancaster, Pa., 
recently. Al said he had the time of his lift'. 

H. L. Meese, a.^^sistant general tie inspector, 
has a very pretty home at Relay. Harvey say.s 
he is up at five o'clock every morning getting 



his soil tilled. He has our best wishes for a 
big peach crop. 

W. Battenhouse, formerly of the stafif of 
John Tatum, superintendent of the freight car 
department, has been transferred to the staff 
of F. J. Angier, superintendent of timber preser- 
vation. We wish Mr. Battenhouse success. 

George C. Bauer, stenographer to the super- 
intendent, has a tendency to be some loud 
dresser. George purchased two shirts the 
other day, and whenever he drifts around the 
office we all get a headache. Have a heart, 

H. A. Addison, our chief clerk, is a gardener 
of no mean ability. He has rose "trees" fif- 
teen feet high, also some beautiful dahlia "trees,' 
which he claims are eighteen feet high. He 
claims that the flowers from these "trees" 
grow so fast that he has to have a special man 
deliver them to the neighbors, so as to be able 
to move around in his garden. 

William Duimington, tie distribution clerk, 
has been looking for a coon dog for the last 
year. Won't some charitably disposed person 
ease his mind by providing him with a dog of 
that breed? 

Auditor of Merchandise Receipts 

Correspondent, Harry Bransky 

The baseball team representing the office of 
the auditor of merchandise receipts opened their 
season on Saturday, April 15, at Orangeville, 
Md. They played the team representing the 
Baltimore Division of the Pennsylvania Rail- 
road and were defeated by the score of 9 to 8 
in a well played, nine inning contest. 

Many of the employes of both roads attended 
the game and "rooted" for their teams with 
considerable enthusiasm. 

The excellent all around work of the teams 
was much appreciated by the fans. 
The score: 



Temey, If 4 12 10 

Sterner, 2b 1 1 1 

Shipley, 2b 1 1 

Vink, cf 5 1 

Clancy, lb 2 2 1 12 1 

Rabb, ss ? 1 3 1 

Bradley, 3b 5 10 110 

Wantland, c 5 2 4 6 2 

Parrott, rf 3 10 10 

Peregoy, rf 2 

Beck, p 4 

Orwig, p 10 10 

Totals 31 8 6 24 12 3 



Mitchell, cf 4 1 1 1 

Lucy, A. D., 2b. ... 5 1 1 1 

Knoor, 3b 3 2 2 3 3 2 

Lucy, R., c 4 1 10 1 

Hutchins, If 3 1 2 

Swope, lb 3 2 1 9 

Baugh, ss 3 1 2 1 1 1 

Somers, rf 3 1 

Bolton, p 3 2 

Totals 31 9 7 27 7 4 

Bait, and Ohio. 2 12 10 1 1—8 
Pa. R. R 1 1 3 4 x— 9 

The auditor of merchandise receipts' team is 
desirous of meeting some of their friends from 
out on the road, and would be glad to hear 
from them as to dates. Address J. C. Peregoy, 
business manager, No. 1000 Baltimore and Ohio 
Building, Baltimore, Md. 




Heltihe Crippled "Kiddies" 



Children's Hospital School 

Combine philanthrophy with 
your pleasure by attending the 
two big baseball games at 

SATURDAY, MAY 20, 1916 

Lee Club All-Stars 


Baltimore Bargain House I 

The St. Mary's Industrial School Band 

will be on hand to make things merry 
between innings 



Special reservations for individual departments 
of the Baltimore and Ohio may be had by apply- 
ing to Edward Roseman, 307 W. Baltimore St. 


Auditor Coal and Coke Receipts 

Correspondent, John Limpert 

This office holds what we believe to be the 
highest record of any department located in 
the Baltimore and Ohio building for the per- 
centage of employes insured in the Relief 
Department. Of the total number of clerks 
employed, ninety per cent, have taken advan- 
tage of the privilege of insuring in one of the 
most liberal insurance companies in the United 

A great many of the employes of this depart- 
ment have always been insured in the Relief 
Department, but by the solicitation of A. B. 
Seidenstricker this number has been materially 

New York Terminal 

Correspondent, S. W. Nelson, Assistant 
to Cashier, Pier 22 

Divisional Safety Committee 

F. L. Bausmith Chairman Assistant Terminal Agent 

W. B. Biggs Freight Agent, Pier 22, N. R. 

A. L. MicKELSEN Freight Agent, St. George Lighterage 

J. J. B.wer Freight Agent, 26th Street 

J. T. Gorman Freight Agent, Pier 21, E. R. 

T. F. Gorman Freight Agent, Pier 7. N. R. 

R. B. Nash Freight Agent, St. George Transfer 

H. R. Tait Freight Agent, Wallabout 

Marine Department Me.mbers 

E. A. English Chairman 

E. J. Kelly Tug Captain 

Wm. Claffy Tug Engineer 

Wm. Meade Tug Firemiin 

M. Y. Grakf Lighterage Runner 

E. SoDERBERG Barge Captain 

H. Peterson Steam Hoist Captain 

R. Gatxichio Steam Hoist Engineer 


The accompanying picture is of T. L. Tcrrant, 
lately appointed assistant superintendent of 
the New York properties. Mr. Terrant has 
won the goodwill and admiration of the employes 
by his fair dealing, clean cut manner in hand- 
ling men and his willingness to listen when a 
man has anything to tell him. 

Thomas F. Gorman, formerly chief claim 
clerk at Pier 22, has been appointed agent at 
Pier 7. Mr. Mickelsen, formerly agent at 
Pier 7, has been appointed agent at St. George 

R. B. Nash, formerly with the Staten Island 
Rapid Transit, has been appointed agent at St. 
George Transfer. 

Albert Holtz has been appointed chief claim 
clerk at Pier 22, New York. 

J. McCallum, formerly with the information 
bureau at St. George, has been placed in charge 
of the Lighterage bureau at the Produce 

Sam Moss, our former rate clerk, has resigned 
to accept a position with the traffic department 
of the Montgomery Ward Co., Brooklyn. New 
York. We all wish Sam success in his new 

Louis Winter has been promoted to the posi- 
tion of assistant to the cashier at Pier 22. 



W. K. Seeman, cash clerk at Pier 7, has taken 
a furlough of one month because of ill health. 
We hope that Mr. Seeman will soon be back on 
the job. 

With the approach of spring, the thoughts of 
the athletically inclined employes at Pier 22 
are turning to baseball. The boys are prac- 
ticing daily, during lunch hour, with a view of 
getting together good material for a first-class 
ball team. It is apparent, from the speed 
shown, that when the team is organized we will 
have a baseball combination of some class. 


The accompanying picture is of Edward p]. 
McKinley and his young son. 

Mr. McKinley, who was recently appointed 
trainmaster of the S. I. R. T. lines, entered 
t he service as a brakeman at St. George in 1905. 
He was promoted to conductor in 1909, to act- 
ing yardmaster at Cranford Junction and 
Arlington in 1910, to assistant yardmaster, 
St. George, in 1912, to yardmaster in 1914, to 
general vardmaster in 1915, and to trainmaster 
in 1916. ' 

This record shows that "Mac" has the stuff 
in him to come to the front whenever a man is 
needed for a bigger job. Everybody on the 
property likes McKinley; they know he is a 
hustler. He gives the men under him a square 
deal and does not expect them to do anything 
that he cannot do himself. 

Here is good luck to "Mac." We all stand 
ready to hold out a helping hand if at any time 
his burden becomes too heavy. 

Captain Dan Hoogland, of the tug "Ran- 
dolph," challenges all other tugboats to equal 
his record of towing a float from the Long 
Island Railroad floatbridges. Long Island 
City, to St. George, in forty minutes, also to 
equal his feat in towing float No. 170 from 

St. George to Pier 22, and placing her in a 
berth, in thirty-eight minutes. 

Our sympathy is extended to captain A. 
Fendt, of the tug "Underwood," in the recent 
death of his father-in-law. 

The tug "Shriver," captain A. Bohlen, is 
surely showing that she is a grand addition to 
the fleet. 

The tug "Cowen" is in the drydock for 
repairs. Captains Clark and Titus and the 
crews are temporarily on the tug "Narra- 

The tug "George L. Potter" is at Clifton shop 
for repairs. Captains Morris and Matuch and 
the crews are working on the tug "Rose." 

R. F. Briody has been appointed day tug 
dispatcher, in complete charge of all boat dis- 
patching at St. George. 

Edward Meyers, marine clerk, formerly at 
Pier 7, has been transferred to the Produce Ex- 
change office. They are making a regular fel- 
low of Meyers. 

Staten Island Rapid Transit 
Railway Company 

Correspondent, R. Groeling, Chief Clerk 
Clifton, S. I. 

Divisional Safety Comtnittee 

Permanent Members 

T. L. Terrant Chairman, Assistant Supcrintendcn 

\\. F. Kelly Vice-Chairman, Trainmaster 

\V. B. Redgrave Engineer M. of W. 

J. BowDiTCH Assistant Engineer M. of W. 

W. A. Deems Master Mechanic 

A. CoNLE Y Road Foreman of Engines 

F. Peterson Supervisor of Station Service 

Dr. DeRevere Medical Examiner 

J. B. Sharp Coal Agent 

R. B. Nash Agent, St. George Transfer 

A. L. MiKELSON » Agent, St. George Lighterage 

E. Alley Supervisor of Tracks 

W. L. Dryden Signal Supervisor 

C. H. Kohler Superintendent of Ferries 

J. F. McGowAN Chief Train Disptcher 

F. J. DoLAN Supervisor of Crossing Watchmen 

Rotating Me.mbers 
J. Rider Car Inspector 

D. B. Hayes Conductor 

John Dooly Machine Shop 

P. Van Pelt Painter 

M. Garrity Car Repairman 

A. Kelly -. Locomotive Fireman 

J. Klinger Agent 

J. Hanlon Locomotive Engineer 

Jos. McDonald Signal Repairman 

J. P. McNiesch Freight Trainman 

All the boys believe that they have a real 
baseball fan in the person of assistant super- 
intendent T. L. Terrant, who has undertaken 
the organization of a baseball team in each of 
the departments. At the different places along 
the line the boys are spending the greater part 
of their noon hours in practice. As soon as 
the teams are lined up, games will be arranged 
l)etween the different departments, and, no 
doubt, with teams on the Main Line. 


Jesse Cover has been appointed field engineer 
ou the New York Division. He is well known 
to us on Staten Island, as he was with the 
Baltimore and Ohio from 1906 to .Alay, 1914, 
when he went with the topographical depart- 
ment of the City of New York, as draughtsman. 
We are all pleased to have Jesse with us again. 

Vincent Emery has been appointed time- 
keeper maintenance of way department ir place 
of John T. Furman, transferred to transporta- 
tion department as supervisor of crossing watch- 
men. Mr. Emery was station accountant at 
St. George previous to coming with the main- 
tenance of way department. 

The maintenance of way department will 
put a strong baseball team in the field this 

R. S. Hunter, chief bridge inspector of the 
Baltimore and Ohio System, recently paid a 
visit to the Island. We are always pleased to 
have Mr. Hunter come around. 

The filling of Arlington yard is progressing 
rapidly. We look forward to a big improve- 
ment at that point in the near future. 

E. Alley, track supervisor, is holding meetings 
of the section and construction foremen In his 
office on Sunday mornings. The object of those 
meetings is to educate the men. 

^ F. J. Dolan, who for a number of years was 
timekeeper and clerk in the mechanical depart- 
ment, and for a short time inspector of crossing 
watchmen, is being congratulated upon his 
promotion to the position of secretary to J. H. 
Clark, superintendent of floating equipment. 

When Mr. Clark was master mechanic, Frank 
was in his office for a number of years and we 
all feel sure that lie will make good in his new 

Benjamin Levy, formerly (;lcrk in the store- 
keeper's department, has been promoted to 
timekeeper in the mechanical department. 

Philadelphia Division 

Correspondent, J. C. Richakdson, Chief Clerk 

Divisional Safety Committee 

S. T. Cantrell Chairman, Superintendent 

W. T. R. HoDDiNOTT Vice-Chairman, Trainmaster 

G. F. Eberly Division Engineer 

J. P. H YNES Master Mechanic 

J. E. Sentman Road Forenian of Engines 

H. K. Hartmax Chief Train Dispatcher 

T. B. Franklin Terminal Agent 

D. C. Elphinstone Captain of Police 

F. H. Lamb Division Claim Agent 

Dr. C. W. Pence Medical Examiner 

C. E. Webb Road Engineer 

P. C. Clark Road Fireman 

W. T. Dagney Road Conductor 

Albert Hatfield Yard Conductor 

Thomas Cooper .Tool Room Man 

Frank Gatchell Piece Work Inspector 

R. C. Acton Secretary 

James F. Higgins, who died recently in his 
home in Wilmington, was a veteran Baltimore 
and Ohio man, and an esteemed citizen. 

Mr. Higgins was born in Pennsylvania seventy 
four years ago, and came to Wilmington when a 
young man. He entered the service of the 
Wilmington and Western Railroad, which sub- 
sequently became the Delaware Western, anil 
when the Delaware Western was taken over by 
the Baltimore and Ohio he was its cashier 




and retained his position. Wheh Wilmer Palmer 
retired as the Company's freight agent Mr. Hig- 
gins was promoted to that position, which he 
filled until September, 1912, when he was placed 
on the retired list. 

Because of his sterling integrity, genial per- 
sonality and consideration for others, Mr. 
Higgins was highly esteemed and his death is 
regarded as a personal loss by many railroad 

C. E. Van Sant, chief clerk to the train- 
master for several years, has taken a position 
in the office of the general superintendent of 
transportation, in Baltimore. 

V. R. Mulligan, clerk on the South Phila- 
delphia improvement work, has been promoted 
to chief clerk to the trainmaster, Philadelphia. 

Owing to an increase in travel of employes 
of the Baldwin Locomotive Works, and of the 
Eddystone plant of the Remington Arms Co., 
an additional passenger train has been added, to 
run morning and evening between Philadelphia 
and Eddystone. 

The Philadelphia Division made a record 
eastward freight movement on April 10, 
handling thirty-one freight trains, 1172 cars. 
1155 loaded, and seventeen empties. The best 
previous record was 1003 loaded cars, and fifty- 
eight empties. 

The following stations on the Philadelphia 
Division showed increases in their revenue 
for the month of February, 1916, over the same 
period of last year. 

Philadelphia, Pa., freight $141,975 

Philadelphia, Pa., ticket (depot). 3,064 

Woodlvn, Pa....: 17,759 

Wilmington. Del., freight 13,329 

Yorklvn, Del 7,830 

Chester, Pa. , freight 3,625 

Cowenton, Md 2,000 

Baltimore Division 

Correspondent, J. B. Moriarty, Superintendent's 
Office, Camden 

Divisional Safety Committee 

P. C. Allen Chairman, Superintendent 

J. P. Kavan.\gh... .Vice-Chairman, Assistant Superintendent 

Y. M. C. A. 

T. E. Stacy Secretary, Riverside 

E. K. Smith Secretary, Brunswick 

G. H. WixsLow Secretary, Washington, D. C. 

Relief Department 

Dr. E. H. Mathers Medical Examiner, Camden 

Dr J. A. RoBB Medical Examiner, Washington, D. C. 

Dr. J. F. Ward Medical Examiner, Winchester 

Claim Department 

H. B. Banks Division Claim Agent, Baltimore 

Transportation Department 
S. A. Jordan Assistant Superintendent, Brunswick 

C. A. Mewshaw Trainmaster, Baltimore 

E. C. Shipley Road Foreman, Riverside 

J. J. McCabe Trainmaster, Harrisonburg 

W. T. MooRE Agent, Locust Point 

D. M. Fisher Agent, Washington, D. C. 

W E. Shannon Agent, Brunswick Transfer 

A. M. KiNSTENDORF Agent, Camden 

C. H. DeLashmutt Freight Conductor, Riverside 

J. U. McNamee Freight Engineer, Riverside 

F. H. Hanibal Freight Fireman, Riverside 

J. BiNG Yard Conductor, Locust Point 

Maintenance of Way 

H. M. Church Division Engineer, Baltimore 

S. C. Tanner Master Carpenter, Baltimore 

C. A. Thompson Signal Supervisor, Baltimore 

E. E. Peddicord General Foreman, Locust Point 

W. F. Berrett Supervisor, Baltimore 

E. D. Calvert Supervisor, Winchester 

J. BowsTEAD Mason Foreman, Baltimore 

A. Miles Section Foreman, Huntington Ave . 

R. S. S.mallwood Signal Repairman, Washington, D. C. 

Motive Power Department 

A. K. Galloway Master Mechanic, Riverside 

W. Battenhouse General Foreman, Riverside 

T. O'Leary Car Foreman, Washington, D. C. 

F. L. Etzler Assistant Boiler Foreman, Riverside 

H. F. Hoffmaster Asst. Foreman Car Dept., Brunswick 

W. C. WoRTMAN Boiler Foreman, Brunswick 

R. J. Doll Steel Car Foreman, Locust Point 

T. H. Barnes Passenger Car Foreman, Bailejs 

Work has been started on the nine additional 
repair tracks at Locust Point. 

Mr. Westinghouse, of the stores department 
at Locust Point, has accepted a position at 
Glenwood. Good luck. West. 

Mr. Baechtel has been transferred from 
Locust Point to the master mechanic's office 
at Riverside. 

It is with the greatest of pleasure that we 
learn of the appointment of A. T. Kuehner as 
district motive power inspector, main line. 

J. B. White, chief clerk to the superintendent, 
has moved to St. Denis. 


John Publow, secretary to the superint 
has also taken a house at St. Denis. 

W. H. Schide, assistant chief clerk, is a very 
busy man these spring days. He is trying to 
cover those bald spots. Beg pardon, I mean 
those vacant spots in his garden at Hamilton. 

Almost every other day Harry Constantine 
and Earl Mallory have pictures taken of their 
baby boys. If you should put them all together 
you would have a three reel motion picture. The 
other day our office boy, after looking at a 
dozen or two of the very latest, returned to his 
desk and was busily engaged in sorting the 
accumulated mail. A young lady came into 
the office and handed the boy a request for a 
trip pass, which he unconsciously returned with 
the remark, "I am tired of looking at that 
kid." Unfortunately, he put the accent on the 
word ''kid." 

Leroy T. Feeser has been promoted to the 
office of C. J. Crawford, chief of the bureau of 
rates of pay. His former associates in the office 
of the superintendent at Camden station were 
sorry to lose his good fellowship, but wish him 
all the success in the world. 

"Cheerful" Stanly Hoskinson is ably filling 
"Doc" Feeser's chair in the office of the super- 
intendent; but why shouldn't he? Stanly weighs 
two hundred and fifteen, and "Doc" about one 
hundred and a quarter, soaking wet. 



The main office of the superintendent at 
Camden station has just been given a thorougli 
overhauling. The walls and ceiling have been 
treated to a bright coat of paint, and, with the 
customary polishing of desks and the carting or 
storing away of old records and articles not 
really necessary, the room makes a cheerful 
office. This spring cleaning has apparently 
had the effect of exterminating the "spring 
fever" germs which are so popular about the 
time of the year when the baseball season opens. 
Oh, but wait until the river opens ! 


Correspondent, E. K. Smith, Secretary 
Y. M. C. A. 

On May 1, Weverton went "dry." After mid- 
night on April 29 alcoholic liquors could no 
longer be legally sold at retail in the Sandy Hook 
district of Washington County. Since" the 
saloons at Weverton went out of business it 
is no longer possible to purchase liquor in 
a legal way at any point on the main line of the 
Baltimore and Ohio Railroad between Baltimore 
and Cumberland, a distance of 193 miles. 

The closing of the Weverton saloons is the 
result of the determined, untiring, self-sacri- 
ficing and effective efforts of one man, W. F. 
Ayres, an engineer on the Baltimore Division 
of the Baltimore and Ohio. This man is a hard- 
working, unassuming, home-loving sort of fellow, 
who became imbued with a burning desire to 
see the life-endangering, home-destrojang, man- 
degrading "booze" dispensaries at Weverton 
closed for all time. 

If a search be made for the reasons back of 
Mr. Ayres' determination to put the saloons 



out of business, the two biggest ones can 
probably be found in the accompanying pictures. 
It was for them first of all that he was working, 
and, after that, for every man, woman and 
child, whose life, health and happiness are 
constantly threatened by the stuff sold over 
the bars of the saloons. 

Mr. Ayres lives near Weverton and he has had 
ample opportunity to observe the destruction 
wrought by whiskey. He has seen I i yes crushed 
out because alcohol numbed the intelligence 
of the victims. He has seen women made 
husbandless and children fatherless by the 
strong drink sold at Weverton. He has seen 
railroad men who were making good money lose 
their jobs, and their families put in dire need 
of the necessities of life because of their ina- 
Inlity to resist the temptation flaunted in their 
faces at Weverton. 

When the Legislature of 1916 ])egan its 
session, Mr. Ayres conceived the idea of having 
a bill passed making the Sandy Hook district 
of Washington County, in which Weverton is 
located, "dry" by legislative enactment. He 
got busy and had petitions prei^ared. With a 
little assistance from two fellow employes of 
the Baltimore and Ohio, Fred Mirley, track 
foreman at Weverton, and J. E. Shewbridge, a 
brakeman, he circulated these petitions among 
the voters of the district. He lost more than a 
month of time at his regular employment, in 
order to see the fight through to a finish. He 
covered the entire district, seeking signatures 
to the petitions. He had mass meetings held 
at various places, and the people turned out in 
crowds to express their opposition to the 
Weverton saloons. When he stopped getting 
signers on the petitions he had more than 



lialf of the registered voters of the district 
signed up. 

Then he had the bill prepared by delegates 
Iveedy and Corbett, of Washington County. 
Mr. Corbett introduced it in tbe House. Then 
came a hearing before the House Temperance 
Committee, and Mr. Ayres was the moving 
spirit in getting a big delegation to go to 
Annapolis in the interest of the bill. While the 
bill was hanging fire in the two houses, Mr. 
Ayres spent about ten days in the capital. 
Before the senate committee, he met a com- 
mittee of men who were opposing the bill, and 
liot words flew thick and fast. But he carried 
the day and the bill was passed. 


Now the saloons at Weverton are to go out of 
business. The distillery is permitted to 
remain, but it can do only a wholesale business, 
and can sell its products only in "wet" terri- 
tor3^ It cannot sell to the consumer. There 
are no saloons nearer Brunswick, Knoxville 
and Weverton than Frederick and Hagerstown, 
and it is generally conceded that the election 
next fall will make both these towns ''dry." 
Mr. Ayres is already plamiing to take part in the 
campaign to make all of Washington County 
"dry," and he is sanguine in the hope of carry- 
ing the Sandy Hook district for the cause. 

A personal note concerning Mr. Ayres is not 
out of place here. He is not quite thirty years 
of age, and is a son of the late Charles Ayres, 

of Brunswick. His mother is still living. 
Mr. Ayres began work for the Baltimore and 
Ohio when only fourteen years of age, as a call 
boy. Later he went to firing, and for five years 
has been running an engine. On February 16, 
1906, he and Miss Pearlie May Holmes, of 
Weverton, were married. They have three 
children: Arlington, who will be nine years old 
in July; Mary Catherine, who will be five next 
September, and Leonard Edward, who was 
one year old last December. The family has 
been living at Weverton for two years. Before 
that they lived in Brunswick. 

The Ladies' Auxiliary of the Brotherhood of 
Kailway Trainmen gave a banquet to members 
of the Brotherhood in Red Men's Hall on the 
evening of April 18, following the initiation of a 
class of nineteen into membership in the auxili- 
ary. About 100 people — half of them members 
of the Brotherhood — attended the banquet. 

(jrand President, Mrs. Clara Bradley, of 
Columbus, Ohio, was the guest of honor and 
delivered a very enjoyable address. Other 
guests from out of town, who also made addres- 
ses, were Miss Lena Powell, of Martinsburg, 
W . Va.; Mrs. McMechen and Mrs. Wright, of 
Kcyser, W. Va. 

The following members of the Brotherhood 
responded to toasts: M. S. Rice, J. A. Westall, 
J. H. Roach, C. C. Main, R. A. Plush. 

This was the first affair of the kind ever held 
by the Ladies' Auxiliary, and they were much 
|)leased with its success. It is likely that the 
l)anquet will be made an annual affair. 

On April 18, contractor H. B. Funk, of Bruns- 
wick, broke ground for the new addition to the 
Brunswick Baltimore and Ohio Y. M. C. A. 
building. The railroad men are much elated 
over the prospect of improved and enlarged 
(juartcrs, as the present building has been over- 
crowded for a number of years. We greatly 
appreciate the unanimous consent of our railroad 
officials to improve this home for railroad men 
away from home. 

Washington, D. C. Freight Station 

Correspondent, W. L. Whiting, Chief Clerk 

With the coming of spring the customary 
sprmg trade is manifesting itself at this sta- 
tion and that feeling of "opening up" and 
"branching out" that appears in the bushes and 
trees all around us at this time of the year, also 
shows itself op our freight platforms, whose 
present appearance is indicative of anything 
but "depression in business." Although this 
is presidential year, when business is apt to 
rest on its oars in order to await political 
developments, we are able to show in our 
reports a marked increase m tonnage and 
revenue over the same period of last year. 
Our coal business has been remarkably good, 
owmg, perhaps, to the dealers "making hay 
while the sun shines," and getting their coal in 



\vliilf the jictriiio; is trood. Our fi;<MU'ral inoi-- 
chaiuliso l)usii'ess is also jiicatly in excess of 
expectations, aiul our automobile Imsiness 
makes us think that even Detroit mifilit l)e a 
little envious if railroaders from that city could 
see our platforms at times. All this g()od 
business tends to keep the boys at this station 
busy and correspondingly hai)py and out of 

An esj)ecially pleasant event at which the 
Baltimore and"^ Ohio Railroad was well repre- 
sented took place recently. J. L. Hayes and 
F. L. Marshall,. Jr., commercial freight agents 
of Baltimore and Washington respectively, 
and D. M. Fisher, local freight agent at this 
station, were among the invited guests of the 
Potomac & Chesapeake Steamboat Conipany 
on the initial trip of that Company's new 
steamboat, the "Majestic." 

The voyage commenced on Saturday evening 
and lasted until Monday morning, and in the 
meantime — well! It would be impossible for 
one not on the trip to attempt to describe that 
"meantime," but when a happy crowd of 
steamboat men, railroad men. and Washington 
business men get together for a good time, they 
are usually successful in having one. 

When the boat started she was loaded with 
all the good things that the shores of the 
Potomac can produce, but there were not many 
basketfuls of fragments remaining when she 
landed at her dock on Monday morning. 

The starting was made in a heavy snowstorm 
and a rough sea. but that did not in the least 
dampen the ardor or chill the marrow of those 
on board, who, comfortal)ly housed in the 
haiidsomely furnished cabins, were thoroughly 
enjoying themselves. 

The boat stopped at the various landings of 
the Steamboat Company along the banks of 
the Potomac. The wharv(S and surrounding 
country were dul}' inspected and the inhabitants 
of the places near the landings visited the 
wharves to see the new l^oat come in. 

On the return trip the principle of "Safety 
1 irst" was exemplified. The "]\Iajestic" hap- 
1-ened across a sister "shij) in distress, that 
could not live in such an angry sea," and 
immediately went to her rescue, towing her 
safely to port. 

This act of kindness caused the "Majestic" 
to be two or three hours late in arriving home, 
but this fact was not regretted in the least by 
those on board. The consciousness of having 
performed such a meritorious action more than 
outbalanced any little inconvenience that the 
delay may have caused. 

It will be many a long day before those who 
participated in the trip will cease talking about 
it; it will be remembered as one of those pleas- 
ant occasions that are doing so much toward 
increasing the harmony and friendship that is 
becoming so apparent between the general 
business public and transportation men. 

The "Safety First" train over the Baltimore 
and Ohio System, under the auspices of the 
I'. S. Government, is now an assured f.ut. 

and the coaches are being lit(ed uj) and deco- 
rated in our New York Avenue yard. It 
will be a great day for our freight station 
when the train leaves on its "Mission for 

Death has again visited our office circle. 
Mrs. Hidg(My, mother of chief rate clerk Clar- 
ence A. Ridgely. oiu^ of the oldest employes at 
this station, passed away on Sunday, Aj)ril 16, 
at the advanced age of eighty-nine years. Our 
heartfelt sympathy is extended to Air. Ridgely 
in his hour of bereavement. 


can examine it all ycu want to 

But before you buy a watch see the 

SanfalfeS pecial 

If you want to take advantage of our "Easy Pay- 
ment" plan after you have seen and examined the 
watch, we will save you about half of the money 

usually asked for such high grade watches. 30 Days 
Free Trial. 

Pay Only 



a Month 

raynifiits ami terms so easy and ihr prict; ol these watches so low- 
that any railroad man may own one ind never miss the money. 
Men and women throughout the nation, on the seas and in foreign 
lanrls. are buying these famous watches, and every owner is 
delishteil with the "Sania I'e Special." 

The Famous"Santa Fe Special" 

is the one standard railroad watch that's guar- 
anteed tolastyouallv our life. 21orl7jewels. 
thin model, adjusted to positions, adjusted to 
isochronism, adjusted to temperature, ad- 
justed to the second. 


Marvelous, indeed, are the newe^it designs in " San'a I-'.- Sixcial" 
watch ca<es. Every day brings out some remarkable combinatuni 
of name, monogram anil emblems, in the wonderful 3-color enamel 
proce.-s inlaid in solid gold. 

Our beautiful 4-co!or, 52-iiage watch book shows these and many 
other distinctive designs, including Trenih art, si»etial emblem- 
engraved monograms. 

Send for the FREE Watch Cook Today 



tuu-t [lassenger irauK in tin world i-^ 
Engineer E. O. Whitconib and a "Santa Ke Special" wat^h. 

E. O.Whitcomb. his giant 

engine, his laniuus watch 

Plc(i.-<e nicniion o^ir fn<i{f<izlnc irlic/i trriling (ulrcrli-^cm 



Washington Terminal 

Correspondent, G. H. Winslow, Secretary 
Y. M. C. A. . 

Among the men who have addressed our mem- 
bers during the last month are O. H. Kenyon, 
secretary for the new R. R. Y. M. C. A. work on 
the Alaska Railroad, the Rev. L. E. Purdum, 
the Rev. A. E. Barrows, L. R. Davis and M. S. 

"Palestine" was the subject of seven illus- 
trated educational group talks during April. 

We had a very pleasant visit from the senior 
class of the Young Men's Christian Association 
College, of Springfield, Mass. They came to 
Washington on a trip studying the Y. M. C. A. 
methods in various cities on the way. Addres- 
ses were made by Dr. L. L. Daggett, president 
of the college, and Messrs. W. K. Cooper, 
T. F. Foltz, C. S. Heritage and R. L. Sproul of 

Southern won the second section of the 
Evening Bowling League schedule. They will 
roll off a series of five games with Auditors, 
winners in the first section. A lively time is 
expected when these two teams get together. 

Pennsylvania won the championship in the 
Sunrise Bowling League. The Terminal Rail- 
road Y. ]M. C. A. team knocked down 1469 pins 
when they rolled in the Atlantic Coast Bowling 
Association tournament on April 6. The team 
was composed of W. A. Streiter, C. M. Mark, 
P. W. Trotter, B. H. Miller, C. L. Williams, 
and Frank Stanley. The accompanying picture 
of the team was taken at the Tournament 

R. L. McVey, a railroad conductor, addressed 
the Simday meeting on April 16, on "Present 
Day Evangelism." The meeting was well 
attended by trainmen and other members of 
the association, and the address was very 
helpful and inspiring. 

The annual indoor athletic meet was held 
on Saturday. March 25. Ten events were 
contested. The point trophies were won by 
W. L. Heap, J. N. Black and S. W. Hughes, Jr. 

Baseball enthusiasts have been busy for the 
last few weeks. Several practice games have 
been played. The field is being put in condition 
and will be better than last year. The season 
for the Sunrise League opened April 22, while 
the date set for the first game in the Evening 
League was April 29. 

Photo by G. V. Buck, Washington, D. C. 

Till-; HAi;riM()H10 and OIIIO KMI'LOVKS macazixk 

The tennis courts will he ready for use in a 
few days. A new dej)Hrture is planned in this 
sport, in the shape of a leafj;ue composed of a 
number of teams which will play a series of 
doubles. It is expected that this plan will 
engage a large number of our members in play. 

Mount Clare Shops 

Correspondent, S. E. Forw'ood, Secretary 
to Superintendent 

Divisional Safety Committee 

L. FiXEGAX Chairman, Superintendent of Shops 

R. P. Litchfield Machinist, No. 1 Machine Shop 

J. O. Perix Machinist, Xo. 2 Machine Sliop 

F. W. Scott Miichinist, No. 3 Machine Shop 

H. C. Yealdh.\ll Boilermaker, Boiler Shop 

Edw. Fetrow Smith, Smith Shop (also Foundry) 

S. C. C.\rter Machinist , Erectin? Shop 

W. D. Lenderkixg. . . Pipe F"itter, Pipe Shop (also Tin 

and Tender) 

J. P. Rein.\edt Fire Marshal, Yard, Axle Shop, 

Flue Plant and Rollins Mill 

H. H. Burns Car Repairman. Freight Repair Track 

J. \V. Smith Car Builder, Pa.ssenger Erecting Shop 

\Vm. F. Smith Mill Machine Hand, Saw Mill 

\V.\lter H.\rt Car Builder, Steel Car Repair Track 

A. F. Becker Painter, Paint Shop 

Paint Shop 

We were sorry to hear that our fellow work- 
man, Charles W. Emmart, who had been with 
us for the last thirteen years, had passed away. 
Mr. Emmart had })een a sufferer with heart 
trouble for some time, and his last illness 
lasted tw^o months. His death was a shock to 
many, who thought that his health was im- 
proving. Mr. Emmart died on April 2. He 
was forty-seven years of age and unmarried. 

Stores Department 

Charles Felger has been transferred to the 
motive power department and Charles J. 
Kohler has been assigned to Mr. Felger's 
position. William Wall of Locust Point will 
fill the position formerly held by Mr. Kohler. 

Someone recently saw Dan Huber. of tlu^ 
lumber yard office, inspecting furniture win- 
dows. Wonder what his mother wants now? 

In last month's M.\c.azixe you were informed 
that our timekeeper, W. E. Crinewetsk}', had a 
sleepless night and arose at 3.00 a. m. We do 
not know if he has had any more of them or 
not. but think it will come out all right in the 
end. A representative of one of the largest 
furniture houses in the city recently called to 
see him. 

W. R. Kenneally. lumber yard foreman, who 
was confined to his home with grippe, is again 
on the "job." 

The matrimonial bee seems to be busy 
among the storekeeper's office force. We 
recently announced the marriage of one of our 
clerks, and now take pleasure in announcing 
that W. P. Blatt is also to be married. Con- 
gratulations, William! 

Cumberland Division 

Tho.m.\s R. Rees, Secretary to Superintendent 
H. H. Simmers. Superintendent'' 8 OJJice 
W. C. MoxTKJNAM, Secretary, Y. M. C. A. 

Divisional Safety Committee 

M. H. C.VHILL Chairman, Sup«rinten(]enl 

J. W. Deneen Vice-Chairmaji, As.siatant Superintendent 

T. R. Rees Secn;i ar\ 

E. P. Welshonce Trainmaster. Knd 

L. J. WiLMOTH Roatl Foreman, East Eml 

M. A. Carney Road Foreman. West Eml 

W. Tr.\pxell Division Engineei 

T. R. Stewart Master Mechanic 

J. K. MiLLHOLLAND Assistant Master Mechanic 

E. C. Drawbaugh Division Operator 

Dr. J. A. DoERNER Medical Examinci 

Dr. F. H. D. Biser Metlical Examiner- 

Dr. L. D. Norris Medictil Examiner 

G. R. Bramble Freight A^eni 

\V. D. Sthouse Joint Aeent 

C. W. Haymond Car Foreman, East End 

W. T. Davis Car Foreman, West End 

F. L. Le YH Storekeeper 

W. M. HiNKE Y Storekeeper 

W. S. Harig Division Claim .Vs^eni 

J. Z. Terrell Freight and Ticket Assent 

I. S. Sponseller General Supervisor 

J. C. McCarthy Captain of Police 

F. A. Taylor Master Carpenter 

W. L. Stevens Shop Clerk 

W^ C. Moxtignaxi Secretary, Baltimore and Ohio 

Y. M. C. A. 
Rotating Members 
J . E. P YXE Freight A?ent 

F. M. Shultz Freight Fireman 

O. F. Dorsey Freight Conductor 

G. W. RiDENBAVGH Yard Brakeman 

M. G. Light Machinist 

E. F. Davis Car Inspector 

Despite the inclemency of the weather the 
auditorium at the Baltimore and Ohio Railroad 
Young Men's Christian Association was packed 
to capacity on Tuesday evening, Apiil 11, to 
hear Mr. Scoville give a "Safety First" address, 
and to see the oictureplay, "The House that 
Jack Built." Superintendent Cahill, always 
interested in the welfare of the men, was 
present, and had arranged for a fine musical 
program: He also gave an interesting talk. 
The meet-ng was one of the most enthusiastic 
and heli)ful affairs ever held in Cumber- 

A railroad visitor to Ciunberland wa^ taken 
on a visit through the sh()i)s and yards at 
South Cumberland. After seeing all that there 
was to be seen, he remarked that he had been 
through many shops, and had seen many yards, 
but hehadtc) take off his hat to Cumb(M-land. 
He said he had never seen anything to beat 
our equii)ment, or the clean appearance of th(> 

Miss Xaomi J. Pennington, the daughter of 
P. M. Pennington, crossing watchmtm at Polk 
Street, died at the Hay Stack Sanitarium on 
January 28. Mr. Pennington has our deep 

Martinsburg Shops 

Correspondent, W. L. SxErnEXS 

Tilden Tal)ler, frogman in the local shop, is 
the proud father of a fine baby boy. Til's 



smile is wide and of the kind that won't come 

Superintendent Brantner and about thirty 
men from the shop and yards went to Cumber- 
land to attend the Safety meeting held by Mr. 
Scoville in the Y. M. C. A. Every man of 
them was pleased with the motion picture 
play ''The House that Jack Built." The 
drama grips one from the start, and so true 
to life is the railroad atmosphere that we "see 
ourselves as others see us." The picture 
brings the subject of Safety home to us with 
more force than could any talk or printed 
story. There w^ere also interesting addresses 
by Mr. Scoville and superintendent Cahill. 

There is one important thing that we must 
remember when w^e are discussing Safety 
matters. That is, that 93 out of every 100 
emploj'es killed are killed by carelessness. 
Only 7 out of 100 are unavoidably k'lled, or 
killed through unsafe conditions. 

Now, fellow employes, are we doing all that 
we should do to reduce that 93 per cent, oi- 
are we throwing up our hands because the 
Company has not succeeded in entirely elimi- 
nating the 7 per cent.? Should we condemn the 
Company because a very few men are killed by 
unsafe conditions, when 93 per cent, of these 
killed are killed by carelessness? When you 
get to talking Safety ask yourself if you have 
done 3-our part toward wiping out that 93 per 
cert. If you have not. start to do it now. 
Remember — We are many thousands stronger 

in numbers than is the management. 
Remember — Many thousands of men can do 
more toward attaining a desired eiul 
than can a few men. 
Think— Be Fair. Should we expect the Com- 
pany to do everything we want done, 
unless we do our part? 
Think — Be P\air. If we could hammer the 93 
per cent, down to 7 per cent, and the 7 
per cent, should go up to 93 per cent, 
don't you think that the Comi)any would 
get busy? 
Try it and see. Let our slogan be "Down 
with the 93 percent!" It may save you. It 
will save your friends. A life saved is a life 
earned. Earn a life by cutting out unsafe 

It is with sincere regret that we tell of the 
death of engineer Albert S. Keiter. Mr. 
Keiter, who died in the King's Daughteis' 
Hospital here, was injured while in the per- 
formance of his duty. He was thirty-eight 
years old and unmarried. His body was taker 
to his home in Virginia for burial. 

Monongah Division 

Correspondent, C. M. Stubbins 
Supervisor of Fuel 

Divisional Safety Committee 

.1. M. Scott Chairman, Superintendent, Grafton, W. Va. 

E. D. Griffin Trainmaster, Grafton, W. Va. 

T. F. Perkinson Ma-ster Mechanic, Grafton, W. \a. 

T. K. Faherty Road Foreman, Grafton, W. Va. 

E. T. Brown Division Engineer, Grafton, W. Va. 

W. O. BoLiN General Car Foreman, Grafton, W. Va. 

J. O. M.xRTiN Division Claim Agent, Clarksburg, W. Va. 

Dr. C. a. Sinsel Medical Examiner, Grafton, W. Va. 

P. B. Phinney Agent, Grafton, W. Va. 

J. D. Anthony Agent, Fairmont, W. Va. 

S. H. Wells Agent, Clarksburg, W. Va. 

G. H. Turner Agent, Weston, W. Va. 

E. J. Hoover Agent, Buckhannon, W. Va. 

W. C. Branes Secretary, Grafton, W. Va. 

Rotating Me.\ibers 

J. W. McFarland Machinist, Grafton, W. ^'a. 

F. H. Brum.mage Conductor, Fairmont, W. Va. 

J. Freeman Brakeman, Parkersburg, W. Va. 

C. F. DoTSON Engineer, Grafton, W. Va. 

\V. L. Criss Engineer, Weston, W. \a. 

(J. .\. Spekiing Work Checker, Fairmont, W. Va. 


The members»of the Graham family of West 
\'irginia have the right to write the letters 
signifying a new degree — R. R. — after their 
names. Twelve of them have been in railroad 
service at the same time. 

Perhaps the best known member of this 
remarkable family is L. T. Graham, who, until 
his retirement in 1906, was one of the most popu- 
lar and widely known operators and agents on 
the Baltimore and Ohio System. 

Mr. Graham was born in St. Louis, Missouri, 
in July, 1848. Early in 1865 he and his mother 
went to Harper's Ferry, W. Va., to visit rela- 
tives, and Air. Graham never returned to his 
native city. The call of the ticker attracted 
him, and he entered the telegraph office at 
Harper's Ferry as messenger for the Baltimore 
and Ohio, the American Telegraph Company 
and the Military Telegraph, receiving $5.00 
a month from each. At that time Dan Ludwig 
was manager and A. G. Davis superintendent 
of the office^at Harper's Ferry. 

In 1865 Mr. Graham was sent to Cherry Run, 
as relief operator. He held that position for 


several months. From there he was sent to 
No. 12 Water Station, now Magnolia, which was 
then the dispatcher's office. In 18G8 Air. 
Graham was sent to Morrisville, and from there 
was transferred to Gaiters Siding, then to 
Sandy Hook and back to No. 12 Water Station. 
In 1869 he was sent to Altamont and from there 
to Cornwallis. Later he was sent east to 
Newburg as night man, then back to Cornwallis 
anil later to Central, where the dispatcher's 
office was located. After a short time he was 
transferred back to Cornwallis. 

Mr. Graham's devotion to duty did not keej) 
D. Cupid from getting in a little work. In 1871 
Miss Meda Johnson, the daughter of a veteran 
railroad man then in the road department, 
and Mr. Graham were married. To this union 
thirteen children were born, two of whom died 
in infancy. 

This family is distinctly a railroad family, 
and its members are well known in railroad 
circles in West Virginia. One son, Edwin, was 
killed by a train at Central in 1903. All the 
children have, at some time, been in railroad 
service. J. O. Graham is agent and operator at 
Long Run, L. W. Graham at Central, Airs. Delia 
Cahill at Smithburg and Baird Graham at 
Kanawha. Mr. Graham's daughters, Delia, 
Shod, and Madge have all been in railroad 
service at some time. L. W. Graham married 
a Miss Robinson, of Kanawha, and she became 
an operator and agent. Miss Delia Graham 
married K. W. Cahill, and taught him the song 
of the ticker. 

In 1903 Mr. Graham was ordered from Corn- 
wallis to Central, and was the first operator on 
the Parkersburg branch to be made agent under 
Thomas R. Sharp. He continued in the service 
of the Company until 1906, when, because of a 
nervous breakdown, he was forced to retire. 

We are glad to see Captain W. J. (Billy) Mays, 
of the police department, back on the job after 
an illness of six weeks. 

H. Whitermoyer, of Cumberland, has been 
made general yard foreman in charge of main- 
tenance of way work. This is a new position, 
made necessary by increased work. 

A. H. Freygang, assistant division engineer, 
has been promoted to a position in the office of 
the chief engineer maintenance of way. We 
regret losingAIr. Freygang, but wish him every 
success in his new position. H. C. Elliott 
succeeds Mr. Freygang as assistant division 

W. C. Whistler, electrician at this station for 
the last four years, has been transferred to 
Philadelphia as chief electrician. Mr. Whistler 
has many friends here who regret his leaving, 
but we are pleased to see him receive this well- 
merited promotion. 

Dispatcher A. P. Lavelle was seen in Salem 
again this week. What (or who) is the attrac- 

The final series of the bowling league will be 
rolled at Cumberland on the 29th, between 
Grafton and Cumberland. This series will 
decide the chamjMonship. Grafton leads, with 
a percentage of .667. 

"Dorit tell me 

you never had a chance! 

Tour years ago you and I worked at the 
same bench. I realized that to get ahead I 
needed special training, and decided to let the 
International Correspondence Schools help me. 
I wanted you to do the same, but you said, 
'Aw, forget it!' You had the same chance I 
had, but you turned it down. No, Jim, you 
can't expect more money until you'\e trained 
yourself to handle bigger work." 

There lots of "Jims" in the world — in stores, 
factories, offices, everywhere. Ave you one of them;* 
Wake up ! Every time you see an L C. S. coupon yoiir 
chance is staring you in the face. Don't turn it down. 

Right now over one hundred thousand men ar-^ 
preparing themselves for big2;er jobs and better pay 
through I. C. S. courses. 

You can join them and get in line for promotion. 
Mark and mail this coupon, and find out how. 
I. C. S., Box 8480, Scranton. Pa. 

j— — — — — ^— TEAR OUT HERE — — 1 


Box 8480, SCRANTON. PA. i 

F:xplain, without obliKatinjj ine, how I can (inaliiy for l!ie ' 
position, or in the subject, before which I marlv X. I 

□ Locomotive Engineer 
Q Locomotive Fireman 
P Traveling Kngineer 
G Traveling Fireman 
U Air Brake Inspector 
G Air Brake Repairman 
G Round Mouse Foreman 
G Trainmen and C^armen 
G Railway t onductor 
G Mechanical Fngineer 
G Mechanical Draftsman 
G Machine >,hop I'raclii e 
G Boiler Maker or Designer 
G Steam F-nginecr 
G Steam -Klectric Engineer 

G Civil Enginei 


1 Surveying and Mappin>^ 
G R- R. Constructing 
G Bridge Engineer 
P Architect 

G Architectural Draftsman 
G ContriK lor and BuiUii r 
G Structural iCnginecr 

I R. R. Agencv Accounting ' 

I R. R. (,enl. Oftice .\ccli..;: I 

I Bookkeeper J 

Stenographer and Typist . 

Higher Accounting I 

Mathematics ' 

Good English I 

Salesmanship | 

Advertising Man ■ 

Civil Service I 

Railway Mail Clerk ' 

Eiectrical Engineer I 

Electrician | 

I Electric Wiring . 

I Electric Lighting _ I 

Telegraph Expert ' ' 

I Mine Foreman or Engin.-er I 

G Metallurgist or I'rospecli^r | 

G (.hemical Enj;in«.er , 

HtirrlriiKiire G Sp.nUli 

l'.Hilir> ItaUhi:: p (;<Tmmii ' 

ItaUhiir _ 

Automobiles ^ Kmipli 

Aiilu Ur|>alriii); G l<ullat 


* Employer. 
and No 


Please mention our magazine when writing mh'crlisers 



We understand that dispa'tcher Lavelle has 
purchased an eight cylinder Overhind. We ajc 
looking forward to a few rides this summer. 

Now that the baseball seasoli has opened, we 
would like to receive suggestions from all the 
team managers as to the possibility of adopting 
a schedule for the season. Let us hear from all 
the teams on the System, and make this j'ear's 
baseball season one of the best ever. Write to 
E. C. Peper, care superintendent's office. 

The local shops are experiencing one of the 
heaviest seasons in many years. The same 
condition prevails in track work. All the idle 
labor in this section has been emploj'ed. The 
division engineer can give employment to any- 
one desiring to work on the track. 

We are glad to note that the last "Safety 
First'' meeting, held at Grafton on March 24, 
resulted in a lot of good recommendations. 
The following are those who offered suggestions: 
C. N. Leith and G. E. Kamsl)urg, engineers: 
C. A. Hartleben, A. J. Boyles and P. F. Haney. 
conductors; T. F. Perkinson. master mechanic; 
E. D. Griffin, train master, and P. B. Phiney 
and E. J. Hoover, agents. 

J. C. Carpenter has been made relief agent, 
vice A. McCoy, promoted to agent at Tygarts 

O. Showalters, cashier at Weston, has been 
granted a six months furlough. His position 
is being fdled by J. C. Fisher. 

March was a record month for Clarksburg 
freight station. Business was so brisk that, 
to keep up with the work, it was necessary to 
put on a night force of thirty men. 

H. A. Dawley has been appo'nted district 
bridge inspector, vice C. S. Snyder, resigned. 

H. S. Rapplape has accepted a position as 
rodman, vice H. L. Exley, promoted. 

The accompanying photograph is of our genial 
and big-hearted stationmaster "Uncle Henry" 
Stoehr and of H. E. Sherlock, chief clerk to 
district engineer maintenance of way. It was 
taken at the entrance to the passenger station 
building at Wheeling. If you want to find out 
anything concerning Wheeling, ask "Uncle 


Wheeling Division 

Correspondent, J. W. Villeks 

Divisional Safety Committee 

J. W. Root Chairman, Siipt'rinttndent 

C. E. Bkyan Division Engineer 

J. Bleasdale Master Mechanic 

W. F. Ross Road Foreman of Engines 

F. R. Davis Terminal Trainmaster 

C. M. Criswell Agent at Wheeling, W. Va 

Dr. J. E. Hurley Medical Examiner 

M. C. Smith Claim Agent 

Rotating Members 
J. W. Myers Engineer 

G. L. MuLDREW Fireman 

H. G. Fletcher Freight Conductor 

C. Adrian Freight Brakeman 

W. E. McCoMBs Painter 

J. F. Whalen Machinist 

C. Shatzer Lamp Trimmer 

Ed. Eberle Pipe Fitter 

Guy Long, formerly transitman in district 
engineer maintenance of way's office, has been 
promoted to assistant supervisor at Martins- 
burg, W. Va. 

Ohio River Division 

Correspondent, H. C. Nesbitt 

Ei visional Safety Committee 

Permanent Committee 

F. G. HosKiNS Chairman, Superintendent 

E. H. Barnhart Division Engineer 

O. J. Kklly Master Mechanicr 

J. W. Bull. . . Acting Trainmaster and Road Foreman 

of Engines 

Dr. A. J. BossYNS Medical Examiner 

W. E. Kennedy Division Claim .Aaicnt 

E. Chapman Captain of Police 

J. A. Fleming Agent, Parkersburg 

R. E. Barnhart Agent, Huntington 

Rotating Members (to serve three months) 

J . R . Boyles Engineer 

R. RousH Fireman 

L. Duncan Conductor 

H. S. Bryan Brakeman 

C. S. Hawkins Car Department 

E. W. Dye Locomotive Department 

Charles E. Bryan, division engineer of the 
Wheeling Division, was honored by the Ohio 
River Veterans' Association recently, when 
he was presented with a gold emblem in 
recognition of his many years of service on 



the Ohio River Division as superintendent, 
division engineer anil in various other capacities. 
lie was president of the Veterans' Association 
for two years and was hirgely responsible for 
its growth. 

Thirt}' members of the association w(ue 
present when the gold emblem was presented 
to Mr. Bryan by (ieorge W. Sturmer, a special 
representative of general manager C. W. 

Mr. Bryan, in accepting the emblem, expressed 
his deep appreciation of the honor done him. 

•'There are times in a man's life when he 
finds it impossible adequately to express his 
thoughts. That is the case with me just now. 
Your consideration of me when I was j'our 
president, and your remembrance of me at this 
time, touches me deeply. It was with great 
regret that I was removed from your associa- 
tion. The association of twenty years with you 
has made many lasting friendships, and although 
I am now comfortably situated on the Wheeling 
Division and happily engaged in my new duties, 
I can't help but look back over the old ground 
and old friends. 

''My new friends are numerous, but new 
friends are as silver and old ones are gold. It 
is my wish that this organization be perpetual, 
never losing an}^ of its enthusiasm, and that it 
shall be handed over to posterity with the same 
zeal and pride as it was organized. Y'ou stand 
today a proud monument to the Baltimore and 
Ohio Railroad Company, and from your records 
show that you were the men who did things. 
I deeply appreciate your very kind remembrance 
and accept it with a great deal of pride." 

Mr. Sturmer also made an address, dwelling 
on the good of the organization, and urging 
hearty cooperation on the part of the veterans, 
all of whom must have seen twenty years' 
service with the Company to become a member 
of the association. 

President W, E. Kermedy, who presided at 
the meeting, gave a short talk, dwelling on the 
plans for the year of the association, and urging 
that all devote what time they can to the 
benefit of the organization. 

Cleveland Division 

Correspondent, F. P. Neu 

Divisional Safety Committee 


H. B. Grek.v Chainn.'ui 

F. P. Neu Secretary 

J. E. Fahy Trainmaster 

.I.E. Floyu Division P^njunctT 

J. A. Anderson- Master M(«hanic 

P. C. Loux Road Foreman of Enijines 

A. J. Bell Terminal .\gent . Cleveland. ( ). 

R. D. Sykes Medical Examiner 

G. J. Maisch Claim Agent 

RoTATixc; Member.s (to serve three month.s) 

E. D. Ott Agent. Ma.ssillon. O. 

A. D. Campn-ell .\gent, Peninsula, (). 

W. McVan Section Foreman, Akron, O. 

P. Foss Blacksmith Foreman, Lorain, O. 

C. E. Mann- Conductor, I^orain, O. 

.1. A. P.\ge Conductor, Dover, O. 

G. H. Kaiser Engineer, Lorain, O. 

H. V. Miller Engineer, Canton, O. 

R. Fitzgerald Engineer, Cleveland, O. 

E. Jones Chief Car Inspector, Cleveland, O. 

The boys are all glad to see a few old faces at 
Seville and GI tower telegraph offices, which 
were reopened on April 1 to facilitate the 
movement of trains. 

We almost had a j)ennant winner in oui- l>owl- 
ing team last winter, the boys finishing in second 
place in the "City Railroad League." They all 
have a good alibi (which they probably got from 
Alibi Al) for not "copping" the bunting. 

Now that the weather is nice we expect all 
the baseball players to get out and get ready 
for a tryout when the team for the coming 
season is picked. ''Freddy" Losego, manager 
of the team, says he will guarantee a pennant 
winner if the boys will stick with him. Every- 
body has an equal chance and we hope the boys 
will get in line at once, as the season will 
probably start sometime in May. 

H. D. Evans has been transferred to Balti- 
more. R. F. Reglin will fill the vacancj' as 
car distributer in the Cleveland Division. 

Lorain yard is again open and ready for the 
Lake season. J. C. Halm has been ai)pointed 
Terminal trainmaster. Charley has our best 
wishes for success in his new job. 

Ready to leave Kenova— Condurtor \V. P. VixfENT and Engineer C. A. McConnell standing near engine 



Newark Division 

Conespondent, W. F. Sachs, Chief Clerk 

Divisional Safety Committee 

D. F. Stevens Chairman, Superintendent, Xewark. O. 

C. H. Trrrs Vice-Chairman, Trainmaster. Newark, O, 

T. J. Daly Assistant Trainmaster, Newark, O. 

J. ToRDELLA Division Engineer, Newark, (). 

\Vm. Streck Road Foreman, Newark, O. 

\V. F. Moras Master Mechanic, Newark, O. 

A. R. Claytor Division Claim Agent, Newark, ( ). 

Dr. a. a. Church Medical Examiner, Newark. (). 

D. L. Host T. M. & C. T. D., Columbus. O. 

C. G. Mn.LER Shopman. Newark. (). 

F. A. Starr. Gen. Foreman Reclamation Plant, Zanesville, O. 

C. H. MoRT Conductor, Newark, ( ). 

F. M. Keller Engineer, Newark, O. 

E. A. Troby Fireman, Newark, ( ). 

Wm. Garland Car Repairman, Newark, (). 

WiLLARD Wright Shop Carpenter. Newark, O. 

C. D. Cam.kntivk \:\\i\ Rrakeman, Newark, (>. 

M. I{. \VEINTR.\B 

The accoini)anying picture is of M. R. Wein- 
trab, chief messenger at the depot telegraph 
office at NeAvark, Ohio. This young man is al- 
ways working in the interest of the Company. 
His wide acquaintanceship in the city gives him 
many opportunities to intiuence his friends to 
travel over the Baltimore and Ohio. He 
recently secured four young men for Cincinnati 
and a young hidy passenger for YoungstoAvn 
and return. 

T. J. Daly, chief clerk to the superintendent 
and correspondent for the Employes Magazine. 
has been promoted to the position of assistant 
trainmaster. We heartily congratulate him on 
his advancement. 

W. F. Sachs has been promoted to the posi- 
tion of chief clerk to superintendent, vice Mr. 
Daly, and has been appointed correspondent 
for the M.\OAZTXE. 

Arthur T. Kuehner, who has been employed 
on the Newark Division since August 1, 1915. 
as assistant to road foreman of engines Streck. 
was transferred on April 1 to the position of 
motive power inspector, mam line district, with 
headquarters at Baltimore. Mr. Kuehner 
made many friends while located on the Newark 
Division, who all wish him well in his new field 
of effort. 

A man who never took a vacation diu-ing 
the fifty years he was an employe of the Com- 
pany died in Zanesville the other day. Of 
course, he could have taken many vacations 
during that time, but he objected to them 
because they iin])oscd an extra burden on 
other employes. 

Half a century of faithful service, without a 
vacation, is the life history of Patrick Foran. 
storekeeper in Zanesville, Ohio. This respon- 
sible position he had held for the last thirty- 
five years. The duties of his position were 
largely augmented at the time of the 1913 flood, 
when the Baltimore and Ohio at Zanesville was 
almost submerged, but he performed them 

Mr. Foran hailed from County Tipperary and 
emigrated to this country at the age of eighteen. 
Soon after he entered the service of the Balti- 
more and Ohio, retiring at the age of sixty-nine. 
He Mas seventy-two years old at the time of 
his death. 

D. Y. Milne, formerly clerk to agent at 
Sandusky, has ])een promoted to agent at 
Lexington, Ohio. 

L. W. Brown, formerly clerk to agent at 
Somerset, Ohio, has been promoted to agent 
at Glencoe, Ohio. 

F. J. Wurster, formerly clerk to agent at 
Zanesville, Ohio, has been promoted to agent 
at Belmont, Ohio. 

The many friends of D. R. Smith, formerly 
C. T. department timekeeper on the Newark 
Division, but now employed in third vice-presi- 
dent Thompson's office in Baltimore, were 
mighty glad to see him when he visited his 
home town (Newark, Ohio) in the earlv pait of 

The many friends of switchtender S. B. Smith, 
who was injured in Newark yard on the morning 
of April 1, will be pleased to hear I hat he is 
rapidly recovering from his injuries. 

The work of painting the interior of the depot 
and offices at Newark was completed recently 
with the result that the building presents an 
excellent appearance. It is indeed a fine place 
to work. 

The Ralston Steel Car Co.. whose works are 
at East Columbus, Ohio, report that they ex- 
pect to have a very prosperous year. The}' 
have received many large orders for the build- 
ing and repairing of gondolas and box cars. 



Connellsville Division 

P. A. Jones. Office of Chief Clerk, Connellsvillo 
S. M. DeHcff, Manager of Telegraph Offive 

C. E. Reynolds. Clerk to AssH Sup'l, Somerset 

Civisional Safety Committee 

O. L. Eaton Chairman, Superintendent 

C. M. Stoxe Trainmaster 

A. P. WiLLLVMS Division Engineer 

T. E. Miller Master Mechanic 

G. X. Cage Road Foreman of Engines 

Dr. M. H. Koehler Medical Examiner 

C. A. Cessna Agent 

E. F. Snyder Agent 

J. E. Hanley Conductor 

.1. MrKiTRicK Yard Brakeman 

J. J. Riley Yard Engineer 

C. L. Inks Carpenter Foreman 

W. Sheering Fireman 

J . L. Shaw Dope Reclaimer 

E. B. Small Machinist 

E. O. Lint, wreckmaster at Somerset, was 
recently called home because of the illness of 
his wife. We are all glad to see him back on 
the job and more than glad to know Mrs. Lint 
is improving. 

D. J. Keefer, car inspector at Somerset, was 
in to see us the other day and said he would be 
back with us in a week or so. He has been off 
duty for over a month with an injured hand. 
Although the original injur}' was slight the 
hand became infected. 

W. B. Conway, agent at Rockwood, who has 
been in Florida during the winter months, is 
back home. We all sincerely hope that Mr. 
Conway's health is improved. 

The installation of an electric motor in the 
turntable at Somerset has been completed. 
Greater efficiency is effected in the tiu'ning of 
engines with the electric system. 

W. H. Metzgar, supervisor S. & C. Branch, 
has been transferred to the main line district. 
We are certainly sorry to see W. H. ^L leave us. 
He has been succeeded by A. K. Dwirej from 
the Smithfield district. 

Charles Spence. night roundhouse foreman at 
Somerset, has been transferred to a similar 
position at Connellsville roundhouse. J. H. 
Weimer takes his i)lace here. Go to it Charlie, 
and good luck to j-ou. 

Our popular conductor, C. H. Martz, of 
Somerset, has bought an automobile. 

R. H. Brewer, extra telegrapher, has made 
his debut as a train dispatcher and. from all 
indications, has made good. That was to be 

W. J. Emerick, third trick telegrapher at 
H\ndman. is also storing up train dispatching 
knowledge, which he hopes to apply in the near 
future. Billy's many friends^wish.him success. 

C. IL Snyder, the acconunodating and busi- 
ness-getting agent at Stoyestown, has moved 
into his new home in that village. After a short 
iling among the bright lights of Connellsville, 
Charlie has evidently decided that moon-lit 
evenings have something on the artificial glim- 
mers, and he has settled in the Somerset Count v 

European war aviators have nothing on (I. 
F. Sellers, former city passenger agent at Con- 
nellsville, when it comes to going up quickly. 
The ink was scarcely dry on the amioimcement 
of his promotion to city passenger agent at 
Pittsburgh when there came the good news 
that he goes to Chicago, HI., as traveling pas- 
senger agent. Good men deserve good tilings. 




Send alcetch or model (or search. Hlshest Rrferencec. 
Beat Result*. Promptness Assured. 

WATSON E. COLEMAN, Patent Lawyer 

624 F Street, N. W. Washington, D. C 

The Real Estate Educator 


A book for hustling Real Estate "Boost- 
ers," Promoters, Town Builders, and every 
one who owns, sells, rents or leases real 
estate of any kind. 

Containing inside information not generally known. 
"Don'ts in Real h>tale." "Pointeis." SpfcifU Legal 
Forms, tor Sale, Exchange. Building and Surety- 
ship Contracts, Bonds, Alortgages, Powers of At- 
torney, Leases, Landlords' Agreements, Sotice to 
Quit,' Deeds, Chattel Mortgages, etc. It gives, in 
the mo=t condensed lorm. the essential Knowledge 
of the Real Estate Business. 

Apart from the agent, operator or contractor, there 
is much to be found in it? contents that will prove 
of great value to all who wish to be ported on 
Valuation. Contracts. Mortgages, Lease*. Evictions, 
etc. The cost might be ssved five hundred timei 
over in one transaction. 

Cloth. 256 Pages. Price $1.00 Postpaid 
more and Obio Emplo\fs Mtga7iDe. Baltimorf. Md. 

Do Business by Mail 

Start with accurate lists of names we furnish— 
build solidly. Choose from the foUowing or an^ 

Others desired. 

Apron Mfrs. 
Cheese Box Mfrs. 
Shoe Retailers 
Tin Can Mfrs. 
Auto 0%\Tier8 

Wealthy Men 

Ice Mfrs. 


Axle Grease Mfrs. 

Railroad Employee* 


Our complete book ol mailing statistica 
on 7000 classes of prospective customers free. 
RoM-G»ald, M2-T Olive St., St Louii. 


S«^. Louis 

Please mention our magazine when writing atlrcrdscrs 



Eddie Barnhart, manager qf the Comiellsville 
Depot Union news stand, is back at his old 
post after an absence of two years. Eddie is 
not exactly one of the family, but his associa- 
tion with the boys about the 'depot offices has 
been so close that we consider him one of us. 
We are mighty glad to see his bright face 
(and hair) again. 

R. R. Souser, who, despite the fact that he 
represents Uncle Sam in the post office at 
Rockwood, is still one of the railroad family, 
attended the annual convention of postmasters 
of western Pennsylvania, held in ConncUsville 
during the week of April 10. 

A lot of the boys are finding that the evenings 
hang heavy on their hands since the Bob Jones 
evangelistic party left town after a six weeks' 
campaign. At least half of the ushers in the 
huge tabernacle were railroad men, and they 
worked every evening. 

W. B. Conway, agent at Rockwood, is back 
on duty after a six months' health search in the 

The Magazine is growing more attractive 
every month. That story contest is bound to 
boost it even higher in the estimation of the 
employes on this division. Thanks, Mr. Editor. 

Joy is unconfined in the home of Clarence 
Port. Two weeks ago he l)ecame the father 
of a fine baby girl. 

Pittsburgh Division 

Correspondent, C. W. Blotzer, Clerk, 
Accountant's Office, Pittsburgh 

Divisional Safety Committee 

C. B. GoRSUCH Chairman, Superintendent 

T. W. Barrett Vice Chairman, Trainmaster 

E. V. Sell Secretary 

C. C. Cook Division Engineer 

M. C. Thompson- Road Foreman of Engines^ 

C. W. C. Day Division Operator 

E. J. Brkxxan Superintendent of Shop^ 

A. E. McMillan Ma^ster Mechanic 

A. J. Weise General Car Foreman 

F. Bryxe Claim Agent 

W. F. Deneke Agent, Pittsburgh 

Dr. J. P. Lawler Medical Examiner 

M.J. CooK Brakeman 

8. Marshall Fireman 

M. J. Ford Conductor 

Effective April 1, C. W. Van Horn was 
appointed assistant superintendent at Pitts- 
burgh. He will have charge of the Terminals, 
embracing the territory from McKeesport to 
Willow Grove. 

Mr. Van Horn is so well known that a history 
of his past life is imnecessary. Enough to say 
that we have no doubt that he will like his 
new home. We already like him. 

The accompanying picture is of E. A. Raus- 
chart, who recently resigned to take up other 
work. Mr. Rauschart entered the service as 


assistant foreman at New Castle Junction on 
November 10, 1910. He was transferred to Clen- 
wood in May. 1911, as gang foreman, antl pro- 
moted to erecting shop foreman on .\pril 1, 191o. 
This position he held luitil his resignation. 

G. K. Galloway has been ai)pointed assistant 
master mechanic at Glenwood, elFective April 1. 

It was with regret that we parted with two 
of the older employes of the general superin- 
tendent's office, W. C. Drake, passenger clerk, 
and W. V. Blackstone, improvement clerk, 
both of whom resigned to take employment 
with the H. Coppers Co., J. A. Burgoon, formerly 
of the superintendent's office, succeeded Mr. 
Drake and O. C. Frazier, formerly with the 
district engineer maintenance of way, succeeded 
Mr. Blackstone. We certainly wish the boys 
all the success possible and know that they are 
going to ''make good." 

C. J. Weaverling, formerly of the superin- 
tendent's office, has succeeded W. A. Gardner 
in the district engineer maintenance of way's 
office. He was advanced to the position made 
vacant by Mr. Frazier's promotion. 

W. J. Griffin has taken a position as third 
trick ticket clerk at Braddock. He has been 
succeeded on the tonnage desk by W. J. Higgins. 

James Voss has taken the position in the 
timekeeper's office made vacant by the resig- 
nation of H. E. UndercofTer. James was 
formerly file clerk in the superintendent's 
office and should make good in his new position. 

T. M. Jones, chief of the hours of service 
bureau, is spending a couple of days with his 

rilK HA];riM()HK and OHIO K.MPI.O^ KS M AC \ziM-: 


old IritMuls :it Pittsl)urgh. hvit it is on business. 
Mr. Jones was torniorly chief elerk to superin- 
tendent Gorsuch and nunil)ers all the PittslDurgh 
Division employes among his friends. 

The aceomjianying picture is of nieehanieal 
engineer H. M. Cole's daughter. Mr. Cole 
entered the service 
at Newark as a 
draftsman on Febru- 
ary 1. 1912. Pie was 
transferred to Chilli- 
cothe on October 1, 
1913, in the same 
capacity, and to 
(Hen wood, as me- 
chanical engineer, on 
December 20, 1915. 
Mr. Cole recently 
had his household 
goods sent to Glen- 
wood and is congrat- 
ulating the Balti- 
more and Ohio on 
the fact that not a 
single piece of furnitui'e was scratched or broken. 
He is now settled at (Jlenwood, and we wish 
him a long and j)rosperous career with the 


Glenwood Shops 

Correspondent, Frank Rush 

The Safety Committee at the Glenwood 
shops is doing a lot of good work. Messis. 
Gray and Zeak ard the other conmiitteemen 
are certainly taking a strong interest in "Safety 
First" matters. 

We were all sorry to 
Jack McGraw, brother 
steam derrick engineer. 

Machinist Carney was seriously injured ii 

hear of the death of 
of Mugsy Mc(iraw, 


the shops several days ago. We 
his c}uick and complete recovery. 

Harry Edwards has returned to work aftei 
being off dut}' for several months because of an 

We were all sorry to hear of the death of 
I h(^ father of machinist E. Wagler. 

( "ar foreman Miller has been ill with rhemna- 
tism. We hope to see him back at work soon. 

O. E. Xewhausen, piecework inspectoi at 
Glenwood, has been transferred to Mt. Clare as 
assistant blacksmith foreman. We wish him 
success in his new position. 

J. E. Myers is back at work, after havnig 
been off duty .several months because of .iii 
operation for ai)pendicitis. 

George Gray, in addition to being a Safety 
First man, is working in the interest of the 
Company in other ways. He recently received 
a letter from his brother in Washington, saying 
that he was going to Oklahoma, and asking 
George to meet him at Pittsburgh, (ieorge 

answered by saying that he would meet him 
provided that he came on the Haltiinore and 
Ohio. This his brother did, and. when he 
arrived in Pittsburgh, George prevailed uj)()n 
him to buy his ticket clear through on our road. 

It was with sincere sorrow that we learned 
of the death of the father of foreman J. W. Dunn 
and machinist E. M. Dunn. 

P. J. Scandrol, son of conductor J. P. Scan- 
drol, is recovering from a serious attack of 

We extend to him our deep sympathy and 
wish him a speedy recovery. 

C. A. Jones, clerk in the roundhouse, is back 
at work after an illness of two weeks. 

Hazel Glen Lodge 491, I. A. of M., will hold 
their armual picnic at Conneaut Lake on Satur- 
day, July 1. Everybody is invited to attend. 

The shop employes at Glenwood are organiz- 
ing a baseball team for the coming summer, 
and w'ould like to meet other teams on the 
Baltimore and Ohio. Address P. W. Murphy, 
ATachine Shop, Glenwood. 

The accompanving picture is of the two vear 
old daughter of T. E. Wible. Mr. Wible' has 
been in the service of the Company for a num- 
ber of years. He served his time at Glenwood, 
and was recently promoted to the position of 
genei'al piece work insp<M^tor. 




The stork has made a stop at .the home of Mr. 
and Mrs. Howl and left them a bouncing baby 
bov. Does he Howl? 

Charlie Robinson, storekeeper at New Castle 
Junction, is the proud daddy of a fine big boy. 
Here's congratulations, and best wishes for 
the future of Master Harold. 

New Castle Division 

Correspondent, F. E. Gorby, Chief Clerk 
New Castle 

Divisional Safety Committee 

Permanent Membeks 

T. E. .Jamison Chairnum. SupeiinteiuU'nt 

C. P. Angell Trainmaster 

H . A. Cassil Division Ensiineor 

J. J. McGuiRE Master Carpenter 

J. B. Daughertv Koacl Foreman of Engines 

James Aiken Agent, Youngstown. O. 

Dr. E. M. Parlett Medical Examiner 

C. G. Osborne Division Claim Agent 

F. H. Knox Agent, New Ca.stlc, Pa. 

J. O. Huston Division ( perator 

C. H. Waldron. General Yai(lina.ster, New Castle Jet., Pa. 
A. T. Humbert Ma.ster Carpenter 

Rotating Members Cto serve three months > 

J. B. Butts I^o id Ensjinecr 

A. B. Coulter I^>a<i Fireman 

C. D. Granger Hoad Brakeman 

J C M( GowAN Yard Engineer. Ha.selton. Pa. 

A. G. Bates V:ird Conductor 

J. L. Warnock Pipe Fitter. New Castle Jet.. Pa. 

John T. Lynch Tinner. Paines\ ille. O 

J. I. Malone Track Supervi.sor 

Assistant shop clerk George L. Lane has been 
made shop clerk at Chicago Junction. This 
takes our star checker i)layer and the first base- 
man of the ball team away from us. However, 
we are glad to see George get along, and, as he 
has a wife to support now, Ave know he will dig 
in and "bring home the bacon." 

P. B. McDowell, motive jwwer timekeeper, 
has been jiromoted to assistant shop clerk and 

G. Wilford Thomas, distribution clerk, has been 
promoted to timekeeper. Eddie Merriman has 
been promoted from the stores department to 
distribution clerk. 

The employes on the New Castle Division 
wish to extend their sincere sympathy to train 
dispatcher Alva McNeely on the sudden death 
of his father. 

Chicago Division 

Correspondent, S. V. McKennan, Assistant 
Chief Clerk to Superintendent 

Civisional Safety Committee 

J. H. Jackson Cliairman, Superintendent, Garrett, Ind. 

T. B. Bcrgess...V ice-Chairman, Trainmaster, Garrett, Iml. 

G. P. Palmer Division Engineer, Chicago, III. 

H. H. Harsh Division Engineer, Garrett, Ind. 

D. B. Taylor Master Carpenter, Garrett, Ind. 

F. W. Rhuark Master Mechanic, Garrett, Ind. 

D. Hartle Road Foreman of Engines, Garrett, Inil. 

F. N. Shultz Division Operator, Garrett, Ind. 

R. R. Jenkins Secretary Y. M. C. A., Chicago Jet., O. 

Dr. F. Dorsey Medical Examiner, Garrett, Ind. 

Dr. C. \V. Hedrkk Medical Examiner, Chicago Jet., O. 

T. J. Rogers Traiamaster, Garrett, Ind. 

J D. Jai K Claim .\gent, Garrett, Ind . 

John Draper Agent, Chicago, 111. 

.\. D. Winner Agent, Walkerton, Ind. 

Herbert Shaffek Engineer, Garrett, Ind. 

.\. \V. Bauer Fireman, Garrett, Ind. 

C. W. Vananda Coniluctor, Garrett, Ind. 

C. D. Jacobs Engineer in Charge, Chicago Jet., O. 

\V. \'. Shannon South Chicago, III. 

\V. L. Clark Boilermaker, Garrett, Ind. 

C. H. Nixon Yard Brakeman, Chicago Jet., O. 

J. S. Veazey Gang Foreman. Car Dept., Garrett. Ind. 

In the January issue of the Employes Maga- 
zine, in this department, it was stated that 
Clark Nichols had made for his own use an 
electrical signal light for high-balling trains, 
and that it had proved to be a great success. 
Further correspondence in regard to this light 
develops the fact, as stated by general superin- 
tendent Peck, that Max Dietrich, an employe 
on the Chicago Division, was the inventor of 
this light, and we are glad to give Mr. Dietrich 
credit here for his invention. 

Effective April 1, R. G. Stull was appointed 
terminal trainmaster, with headquarters at 
Chicago Junction, Ohio, vice C. W. Van Horn,, 


Jack Sobraskie, fireman in cab. From left to right, 1— J. Snitzer, watchman; 2~Unknown; .3— C. H. Hopkins. 

engineer; 4 — Jule Hite, switchman; other men unknown 

'['\iv: n\\:i\Mi)\{K and ohio IvMployks ma(;azixi-: 


On Time is South Bend Time'' 

Adherence to schedule in every department of raihoad operation is easy for tin- man 
"who places dependence on the unfaihng accuracy of a South Bend Railroad Watcii. 

We guarantee South Bend Railroad Watches not only to meet the time requirements 
of your road ; but to conform to any chanjre in specifications of either your j^resent 
road or any to ^vhich you may f^o within five years. 

Ask your jeweler or inspector to show you a South Bend 
Watch — distinguished by the band of purple ribbon 
across the dial. Write for interesting watch book. fi 

South Rend Watches 

475 Studebaker Street, South Bend, Ind. 

Chicago Terminal The Athletic Association 

f\...^^c.. ^Ar.r.^ T) n nr KT.^ HVo /^v/. w /,v. „ TliG Baltimore and Ohio Chicago Terminal 

Correspondent, R. G Clark, Distribution ^^^^^^.^ Association is fast taking definite 

Clerk, District Engineer's Office, Chicago form, and as its purpose and aim are becoming 

Divisional Safety Committee morc definitely known, the membership is 

rapidl}' increasing, the roll alread}' listing 

Pehmanen-t Committek. nearly one hundred and fifty memi)ers. Mem- 

J. L. Nichols Chairman bcrship cards for t he year 191G have been 

J. \V. Dacy Trainmaster issued. 

?: e:uSh"«e; ■;;;;;;;;;. v.v.v;;:;;;:^ The bascbaii teu,„, with r. m, Irish as 

Alex Craw Division Claim Agent manager and D. J. McNeil as biisiiiess man- 

F. J Young . .Captain of Police ao;cr, is rapid! V getting into shape, several 

HM^I^^:::::::::::::r^^,i.,.'S'^i;:io^ulZ practice games having bcc„ playod o,> the 

Wm. HoGAx Superintendent, Calumet Division field at Tith and Harlcm Streets. It IS now 

F.K.Moses Master Mechanic almost a certaintv that a si.\ cliib railroad 

Chas.'S^-.V.-.V. .■.:;.•.•.•.•.•.•.-.... ^"'^"JS^i" l^^^^^^e win be organized in Chicago this season. 

Dr. E. J. Hughes Medical Examiner as five railroads have ahead}' evinced their 

C (). Seikert .Signal Supervisor desire to join such an organizat ion. A regular 

Morris Altherr Assistant Agent. lorest H.U ^^i^^,i,,i^ ..-iH he worked OUt, which will result 

RoT.m.NG Members (to serve three months) i" an interesting championship contest. 

The association will give an informal "get- 

\v. M. Hudson Engine Foreman, Chicago Ind. together" dancing partv at Fuller Park Rcf6c- 

Harry Neff Engine I'oreman, Blue Island, III. ^ ^ ,, ,P^ * mC . . ■ . 

H. ScHLEE Engine Foreman, Kobey Street tory on AUiy 19. The entertainment com- 

Chas. Sutherland Engineer, Hohey Street mittce will have charge of the affair. They 

John Lannon Engineer, East Chicago Ind. ^Iso have some other features in view, so inter- 

Max Adams r ireman, Kohev Street ^- ,\. i rriiii 

E.Scott Fireman, Eaat Chicago. In 1. estuig that lio employe Can afford not tO bc- 

C. H. Shaner Terminal Engineer, Lincoln St. Terminal come a member of the association. 

J.O.Callahan General Car Foreman, East Chicago, Ind. j tt Al^.n^rmntt hn« hpon innninfod Qnlir-i* 

David Reid Machinist, East Chicago. In I. . '^'^h AlcJJermott nas been appointea SOIK it- 

Ch.\s. Pouch Machinist. Robey Street ing freight agent tor both the Baltimore and 

Please invntion our nia'jnzine when writurf adverlisers 



Ohio and the Chicago Terminal in Chicago. 
Mr. McDermott is a talented cartoonist, some 
of his work having appeared in the Employes 
Magazine, and he has promised to give us 
some interesting pictures soon. 

J. O. Callahan, formerly shop clerk in the 
master mechanic's office at East Chicago, has 
been made general car foreman at the same 


Nearly everyone will recognize this picture of 
John A. 'Tellone, who has charge of elevator No. 
1 in the Grand Central station. The bright 
young man standing at his knee is his oldest 
son, Angelo. 

Mr. Tellone was born in Andretta, Italy, on 
March 8, 1886, and came to the United States 
in 1903. He entered the service of the Chicago 
Terminal Transfer Railroad in 1906, and has 
remained with the road continuously since then. 
John's cheery greeting and sunny smile works 
wonders in dispelling the "grouches" that 
many of us accumulate at various times — 
especially on Monday mornings. His unfailing 
courtesy and eagerness to accc«nmodate every- 
one has done much to create a favorable im- 
pression of Baltimore and Ohio courtesy on 
all visitors at our offices. 

At his special request, we refrain from stating 
that his life is "all ups and downs," as he tells 
us just 6,002,451 people have pulled this one in 
the last five years. 

The many friends of Albert Stoll, assistant 
signal maintainer, will be glad to learn that he 
is recovering from a severe attack of pneumonia. 

P. A. George, electrician, was visited by the 
stork on April 5, when he was j)resented with a 
fine eight pound girl. The baby has been 
named Vivian Justine. 

Frank Nelson, chief clerk to the general 
freight and passenger agent, has been spending 
his vacation visiting relatives and friends in 
the east. 

R. W. ]\IacCormick has been appointed chief 
clerk to the storekeeper at Lincoln Street. Mr. 
MacCormick comes to us from the Connells- 
ville Division. 

John Dinkel and Mrs. Dinkel have returned 
from a trip to Washington. New York, and other 
(^astern cities. His friends arc glad to see him 
again handing out the little pasteboards at 
the Grand Central station ticket office. 

Personal — If Phil Iverson, of the auditor's 
office, will communicate with the correspondent, 
he will h\irn something to his advantage con- 
cerning a certain P. ]\I. girl. (Charlie Stuart 
sent us this, but we don't know what it means.) 

Switchman J. S. Derkes has been off duty 
with a sore heel. The correspondent was told 
that this was the result of wearing patent 
leathers that were too short, but he does not 
assume responsibility for the statement. 

August Hebke, platfgrm sweeper in the 
Grand Central station, and well known to 
many of the employes, died on April 4. 

Medical examiner E. J. Hughes is still hob- 
bling around (without the use of a cane now, 
however). When askcnl why he didn't cure 
himself he replied that "he who doctors him- 
self has a fool for a patient," which is a pretty 
good repl}' for a doctor to make. 

Joseph A. Brazda, switchtender at Robey 
Street, is recovering from an operation for 

John P. O'Malle}' has been transferred from 
the auditor's office to the district engineer's 

Everyone seems to expect the new corres- 
pondent to put in an item about George Hesslau, 
in retaliation for the things he used to say 
about us. However, George is on his good 
behavior now, and we have nothing on him to 
publish — except that we may expect to see him 
appear some of these l)right mornings wearing 
tortoise shell glasses "with lenses the size of a 
silver dollar and rims like an automobile tire." 

Don't forget the Baltimore and Ohio when 
any of your friends ask you about vacation 
trips for this summer. Offhand, Lake Wawa- 
see. Mountain Lake Park, Deer Park, Oakland, 
Harper's Ferry, Cumberland and the Shen- 
andoah Valley are summer resort points on 
our line that are worth visiting, in addition to 
the principal cities of the east. 

It is expected that the new freight house at 
13th and Lumber streets, constructed for the 
Pere Marquette Railroad, will be put into 
service on May 1. 



South Chicago 

Correspondent, Os( au Wackeu 

Louis Ivroll, employed as a hostler, died at 
his home on April 14, after a long illness, 

Mr. KroU was one of the oldest employes at 
South Chicago. He entered the service on 
December 1, 1886, as hostler's helper and was 
later promoted to hostler. 

The stafT at the South Chicago roundhouse 
sent a beautiful floral piece, an e.xpression of 
appreciation of the services of a faithful fellow 
worker. Mr. KroU was always looked upon by 
the staff and employes of the roundhouse as a 
good friend. It is certain that the Com})any 
has lost a good, loyal worker. Interment was 
in Concordia Cemeterj', Hammond, Ind. 

It is with pleasure that we publish this picture 
of little Miss Winifred M.Hazeltine, the daughter 

of engineer Clyde 
J. Hazeltine, who 
has been con- 
nected with the 
local freight yard, 
as engineer, for 
the last six vears. 
Little Miss Hazel- 
tine is the sun- 
shine in her home 
circle, as well as 
among the neigh- 
bors and the 
neighbors' chil- 
dren. Wherever 
she goes she is 
always welcome, 
owing to her fasci- 
nating wa^'s, that 
win everyone's 
heart. We hope 
that when she 
gets old enough 
she 'Avill be able 
to reach at least 
one good sized 
heart — candy or 

Trainmen, lor their help. Miss Moberg was 
greatly gratified to receive a letter from the 
management, congratulating her on her success. 


It is a great pleasure to announce that Miss 
Esther Moberg, known as ''The Baltimore and 
Ohio Girl," won fourteenth prize in the Stenog- 
raphers' Popularity Contest conducted by the 
Chicago Herald. The prize was $25.00 in gold, 
in a small gold purse. 

The employes at South Chicago feel that Miss 
Moberg did exceptionally well in finishing so 
well up in a contest where there were 17() 
entries. There were eight railroad girls 
entered, and Miss Moberg led the list. An- 
other railroad girl finished in seventeenth place 
and the others were unplaced. 

Miss Moberg says that she is more delighted 
by the proofs of friendship that she has received 
from her fellow employes than by the value 
of the prize, and she desires to thank all her 
friends for their efforts. She also wants to 
thank the employes along the line, and the 
members of the Brotherhood of Railroad 

Ohio Division 

Correspondent, C. N. Beyerley 
Chillicothe, Ohio 

Civisional Safety Committee 

G. D. Bkookk Chairman, Superintendent 

P. H. REEVE.S Master .Mechanic 

E. J. CoRRKLL Division Engineer 

T. E. Banks Trainnia.ster 

R . Mallex Road Foreman of EnEinen 

Dr. F. H. Weidemaxn Medical P^xaniiner 

M. D. Carothkrs Supervisor 

I.. H. SiMOXDs Chiim .\gent 

L. Wallace Agent, Midland City, O. 

F. M. MiNCH .__ Machinist 

B. W. Sands Road Conductor 

E. W. HroHEs Road Brakeman 

Fred. Templix Switchman 

JasEPH Laxgley Car Builder 

H. L. Bl.^ckblrx Road Engineer 

E. G. Braxdexburc, Road Fireman 

Operator J. A. Austin, while usmg the city 
telephone at Greenfield during an electrical 
storm on April 16, was knocked dcmii and 
rendered unconscious for two or three hours by 

Paul K. Partee has been transferred to the 
Toledo Division of the Cincinnati, Hamilton and 
Dayton Railway as secretary to superintendent 
Mitchell. Mr. Partee was formerly secretary 
to assistant superintendent Cameron at Chilli- 
cothe. \V. H. Rardin has been chosen to suc- 


Brakeman on the Ohio Division, beHevesthat every 
employe should be a salesman. A lettt-r received by 
.Mr. Ilildebrand from a large Cincinnati fumituie 
house was published in the -\pril issue of the 

S ii £ ai C 4) jj, 

•^ 5 £.2 2 g'^ >; 

O c '^ -iJ- 

» c 
-a °T3 . o 0-2 

O, ii ^ m O c3 c5 

» ea » " c-SCQ — 


o 41 

08 o 

rt„^ t,'o 3 g u 
g— C C3-S „ cs'' 

S m S > 

ram • S fe 03 >, » 

-13 M 3 o t. ^ 5) 

11 til 211 


►^ «X2=3 2 gf, u 


3 C3 

>— (— < 3 " ^ 

• 2*? gt? c^ 

•-I (h o3 O gj C-r 

THE BALTIMOHK AND OHIO i:.M I'l.O^l :s M \{ i.\Z I .\ 1 

ci'cd Mr. Partoe as secretary to assistant 
superintendent Cameron. 

Willard Sperry. file clerk in the superinten- 
dent's office at Chillicothe. has purchased an 
• •ighteen foot canoe. 8perry is figurine; on 
moonlight nights on the Scioto River. 

Dvu-ing the month of FeV)ruary. G. D. Brooke, 
superintendent of this division, delivered a 
remarkably comprehensive and interesting 
l)aj)er on "Railway Regulation and the Public," 
before the Sunset Club of Chillicothe. 

He developed the history of railroading from 
its earliest days on the Baltimore and Ohio uj:) 
until the present time, with frequent allusions 
to the many iimovations which have been 
made during this time by our own road. The 
abuses which crept into the transportation 
business during the days of its greatest develop- 
ment, the consequent public indignation at 
these abuses and the mania for legislative and 
judicial regulation, were brought out in an 
interesting manner. 

Mr. Brooke then contrasted the spirit of 
railroad officials during the seventies and 
eighties of the last century with that of today, 
and emphasized the fact that the men who 
control the destinies of the great transportation 
systems are fully aware of the fact that they are 
public servants and that their principal func- 
tion is the service of the public. 

How regulation, investigation of and legisla- 
tive meddling with transportation have rim 
amuck, and seriously threatened the life and 
usefulness of the railroads, was brought out 
clearly to the end that a middle groimd might 
be found between the people and their railroad 
servants, for greater efficiency and service by 
the transportation companies. 

If such presentation of railroad problems 
could be made to any considerable number of 
our citizens, the interest in and clear under- 
standing of the problem would be conducive to 
a vast improvement in the situation. Wc con- 
gratulate Mr. Brooke. 

More than 300 people w^ere present last Mon- 
day right at Eagles Hall, Chillicothe, Ohio, to 
attend the meeting which inaugurated the 
welfare movement on the Southwestern Divi- 
sion. Dr. E. M. Parlett. sanitation e.\i)ert. 
T. E. Stacy, secretary- of the Riverside Branch 
V. M. C. A., Baltimore. Md., and secretary 
.Jenkins, of the Chicago Junction Y. M. C. A.. 
were the speakers of the evening. They gave 
interesting talks about "Safety First." These 
Talks were highly appreciated by all 
present. They also explained the object of the 
welfare movement — a closer relationship be- 
tween employer and employe. 'J'hey showed 
how the welfare ideal could be carried out, and 
urged clean living on the part of all railroad men. 
In the course of their talks they gave sound 
advise on personal and domestic hygiene. The 
lectures were illustrated by stereooticon slides. 

Superintendent G. D. Brooke presided at the 
meeting. Mayor James A. Cahill w\as a 
speaker, and expressed his approval of the 
great Safety First movement originated here 
by the Baltimore and Ohio. There was also a 
program of vocal and instrumental music. 

Please went ion our mnga^ 



■ ' Li 



Perfect machinn only of rtandard tixe wltk 
keyboard of standard univeriAl Arrange- 
ment — has Back spacer — Tabulatar — tw« 
color ribbon — Ball BcariDg conitniction. 
every operating convenience. Five days 
free trial. Fully guaranteed. Catalog 
and special price free. 


620-23 1 N Fifth Ave., Chicapo, T\\ 



Texaco Illuminating Oils Texaco Auto Gasoline 
Texaco Motor Oils and Greases 
Texaco Lubricating Oils for all Purposes 
Texaco Machine Oils Texaco Engine Oils 

Texaco Greases Texaco Fuel Oil 

Texaco Asphalts Texaco Railroad Lubricants 

For Roofing, Waterproofing, Paving, Saturating. 
Insulating. Mastic, and for all other purposes 







St. Louis New Orleans 
Norfolk Dallas 

Atlanta El Paso 



Chestnut, between 21st and 22nd Streets 

^ Two minutes walk from the Baltimore 

and Ohio Station, five minutes from Broad 

Street. City Hall and the theatres by 

direct and comfortable trolley route. 

^ A quiet cozy hotel where every patron is a guest 

in fact as well as in name. 

<5i The Rittenhouse Cafe is noted for its unsurpassed 

cuisine and service, being supplied daily with fresh 

products — poultry, eggs and milk — from its own 

farms in Chester County. 

^ The Grill and Ca'^e make a spcrial feature of 

"Club breakfasts." "Club lunches" and table d'hote 

dinners at reasonable prices. The Rittenhouse 

Orchestra furnishes delightful music during luncheon 

and in the evenings. 

Q One of the Baltimore and Ohio officials, who has 

stopped at practically every prominent hotel in this- 

country and Europe, recently told us that he never 

enjoyed his hotel visits quite so much as here. 

Rooms $L50 up — With bath $2.00 up 

The Rittenhouse in Philadelphia 
On the Edge of Everywhere 



}rh( n u-rilinq (iilrcrhsers 



Indiana Division 

Correspondent, O. E. Henderson, Conductor 
Seymour, Ind, 

Divisional Safety Committee 

Permanent Committee 

E. \V. ScHEEH Chairman, 8ej uiour, Ind. 

8. U. Hooper Trainmaster, Seymour, Ind. 

J. B. PuRKHiSER Trainmaster, Seymour, Ind. 

E. J. L.vMPERT Trainmaster, Cincinnati, O. 

H. R. Gibson Division Engineer. Seymour, Ind. 

P. T. HoR.\N R. H. Foreman, Seymour, Ind. 

H. E. Greenwood Master Mechanic, Seymour, Ind. 

S. A. Rogers ..... Road Foreman of Engines, Se\ inour, Ind. 

M. A. McCarthy Division Operator, Seymour, Ind. 

Dr. G. R. Gavek Medical Examiner, Sexrnour, Ind. 

L. A. Cordie Assistant Agent, Cincinnati. O. 

J. E. Sands Agent, lx>uL^vi!le. Ky. 

E. Massman Agent , Seymour, Ind. 

J. E. O'DoM Special Claim Agent. Cincinnati O. 

Rotating Me.mber.s (to si-rve three months) 

J. Hedges Engineer, Seymour, Ind. 

A. M. Ross Conductor. Seymour, Ind. 

Earl Fleetwood Fireman, Seymour, Ind. 

A. Harrison Yard Brakemiui, Cincinnati. O 

D. Cassin Track Supervisor. North \'crnon. Ind. 

M. Gallagher Secti;)n Foreman. Holton, Ind. 

The accompanying picture, taken ])y yard 
clerk Clarence Brown, is of the Seymour 
inspectors and wrecking crew. Heading from 
left to right, the gentlemen m the i)icture are: 
Upper row — inspector Nicholson, repairmen 
Briener and Brockhoff; bottom row — repair- 
men Warner and Breitfield. foreman Ximnicht, 
inspector Miller and repairmen Barkman and 
Samuel Hodapp. 

Mr. Hodapp is the president of the Button 
order, an organization that he organized a 
number of years ago and which now has a 
meml)ershi]) of over one thousand employes of 
our road. 

In 1873 Mr. Shea and Miss Mary Ann Brink- 
worth were married. Seven children were born 
to them — one boy and six girls. Mr. Shea is 
survived by five of his daughters, one of whom 
is the Avife of extra conductor Clyde Thompson, 
of North Vernon. 

.-j;v-M()ri{ i-\sri;cT(jRs and 


Patrick Shea, a retired employe of our road, 
died at Mitchell. Ind., on April 2. 

Mr. Shea was born in the city of Coi'k, Ire- 
land, in 1843. In 1863 he came to America and 
in 1864 enlisted m the 14oth Regiment of In- 
fantr3^ He entered the service of the O. & M. 
Railroad in 1865 and retired from our service 
in 1910. 

PATRICK ,Slii;A undicaU'd by arrow) 

Mr. Shea, who was a i)ensioner of both the 
(lovernment and our Company, was a highly 
respected citizen of Mitchell, where he had 
resided for a nimiber of years. The funeral 
services were held in the Catholic. Church of 
Mitchell on April 5. Burial was in the local 

The accompanying picture was taken over 
twenty years ago. Mr. Shea is the gentleman 
standing behind the boy. 

Effective March 16, Dr. Charles M. Paul, 
of Cincinnati, Avas appointed Company surgeon. 

Charles E. Blain, formerh^ yard clerk here, 
died recently. Mr. Blain, who was thirty-four 
years old, was universally liked. 

Improvements are contemplated at Vallonia 
this summer. The passenger station will be 
remodeled and the side track will be enlarged 
so that it will hold at least 100 cars. The con- 
templated improvements will cost about 

General manager J. M. Davis held a staff 
meeting of the officers of the Baltimore and 
Ohio Southwestern and Cincinnati, Hamilton 
and Dayton recently. 

Dr. E. M. Parlett, sanitation expert and T. E. 
Stacy, secretary of the Riverside Baltimore 
and Ohio Y. M. C. A. of Baltimore, delivered 
two lectures in Seymour on April 13. At noon 
they gave a short informal talk to about 
50 employes. In the evening they addressed 
a larger gathering in Society hall. This meeting 
was arranged so that the wives and families of 
the railroad men could be present. Dr. Parlett 

TlIK HAL'IIMOKK AM) olllo I ;.\l I'lJ )^ l.S .\lA(i AZIM': 


and Mr. Stacy addrcsscMl the iiiccMiiip; on the 
"Evils of Alcohol." Mayor John A. Ross, 
of Seymour, suporintonclent K. \V. Scho»M- and 
R. R, Jenkins, secretary of the (■hicago Junction 
Railroad Y. M, C. A., also delivered address(>s. 
There was also a short musical program. 

Improvements have been started on ilie 
branch between Riverval(> and l^cdford. 


The accompanying picture is of X. C. Stuckey. 
agent at Loogootee, Ind. 

Mr. Stuckey entered our service thirty-four 
years ago as a helper. In 1885 he was appointed 
Adams Express agent at Loogootee and in 
February, 1888, was appointed agent, the 
position that he still holds. 

During his long service Mr. Stuckey has 
always done everything in his power to im- 
j)rove the service and increase the revenue of 
the Company. He is regarded as one of th(> 
Companj-^'s best and most reliable agents. 

Cincinnati Terminal 

Correspondents: P. F. Landy, Joseph Beel 

Divisional Safety Comrriittee 

L. A. CoRUiE Chairman. .\s.sist:inl Tcniiiiial .\ment 

Geo. Schlenker Chief Hate Clerk 

RoBT. H. Searls Chief CMaim .\ii;ent 

J. M. White General Foreman 

Fh.\nk Goehle Interchange Clerk, Eighth St. 

L. G. W1U8OM Chief Delivery Clerk 

Phillip Weber Receiving Clerk 

Henry H.\oexsicker Stevedore 

I'hii.iip Koth Tall vman 

The inanag(>inciit announced that on April 
11. Dr. E. M. Parlctt, T. E. Stacy, secretary 
of the Riverside Branch, V. M.C'. A., Baltimore, 
and R. R. Jenkins, secretary of t he Chicago Junc- 
tion Y.M.C. A., would deliver illustrated lectures 
in the ('incinnati Terminal in connection with 
Safety First and the welfare of (employes and the 
|)ul)Iic. M. H. (congenial Mort) Broughton, 
assistant superintend(>nt, witii the assistance 
of L. A. Cordie. assistant terminal ag(>nt, put 
one over on the I^altimore folks by securing 
the upper recention hall of the (Iranfflloiel and 
furnishing a musical entertainment that sur- 
|)assed anything of the kind ever attempted at 
the Cincinnati Terminals. Two hundrcMl em- 
|)loyes and members of famili(>s of employes 

At 8.00 p. m. Mr. Broughton made a few- 
remarks. Th(^n cam(> a violin solo with i)iano 
accom|)animent, by the Misses Lampert, the 
daughters of former trainmaster E. J. Lampert. 

E. W. Scheer. superintendent of the Indiana 
Division, explained the methods and purposes 
of "Safety First," gave statistics of tiie good 
work accomplished by the movement on the 
i^altimore and Ohio System, and emphasized 
particularh^ the serious results of the careless 
practices still followed by some of the em- 
ployes. Mr. Scheer's remarks were well taken 
an(l he received an ovation from those assem- 
bled. Mr. Stacy followed, with a fifteen 
minute illustrated lecture. This w\as followed 
by three good numbers by the glee club from 
terminal agent Fish's office. Dr. Parlett 
then delivered a fifteen minute illustrated 
lecture, which was very interesting. 

The next number was a vocal solo by Miss 
McMorrow, stenograi)her to terminal freiglit 
agent. "Jolly" Jenkins, secretary of the 
Chicago Junction Y. M. C. A., gave a fifteen 
minute talk, and last, but not least, the 
surprise of the evening came when Mr. JelefT 
gave a beautiful cornet solo and Mr. Jeleff and 
-Mr. I]ken gave a cornet and trombone duet. 
Both are employed in the terminal frcMght 
agent's office. As musicians they rank high 
and they received ai)i)lause which would have 
flattered stars on the professional stage. 

The entertainment was the best that Messrs. 
Parlett, Stacy and Jenkins have encountered 
in their travels over the System, and they were 
unanimous in i)roclaiming that "Mort" certain- 
ly knows how to do things right. The audience 
left at a late hour, in a happy mood. 

On April 13. a car of cattle was in an accident 
in Storrs yard, and .several of the animals got 
loose and made a dash for Iii)erty. One bull 
managed to get through t lu^ yards without 
being captured, and dashed into the streets. 
.\bout this time C. H. Creager, road foreman of. 
engines at Cincinnati Terminal. hap|)ened to 
come along. He sized up the situation, ran to 
the roundhouse, secured a rope and started 
after the bull. }lc caught up with him on Price 
Hill, and after a har(} fight succeeded in roping 
the animal. Mr. Creager is not a big man. but 
he surelv showed the crowd how to handle the 




Till' ucc()nij)aiiyinfi; picture is of (i. A. ("Gcii- 
<M-al") Bowers, general foi-eman at stock yards. 
Ohio. The "General" was horn at Martinsburg, 
W. Va., on July 21. 1860. and entered the servic(> 
of the Baltimore and Ohio a-* a machinist aj)- 
prentice on September 1. 1885, under the late 
William Edwards, master mechanic. Mr. 
Bowers has the distinction of being one of those 
who assisted in drajjing the locomotives in 
mourning; for president John W. Garrett. He 
also has the honor of having been in continuous 
service since September 1. 1885, holding some 
important i)ositions with the Company. Mr. 
Bowers is married and owns one of the most 
l)eautiful homes in Madisonville, a suburb of 
Cincinnati. His father, who died two years 
ago, was known as Bert, and was employed as 
night foreman at the shops in Maitinsburg 
for a period of twenty-eight years. He was 
loved by all who knew him. The "General" 
recently made a record surprise fire drill, an 
account of which appeared in the Magazine. 

Illinois Division 

Correspondent, C. F. White, Diapalcher 
Flora, HI. 

Divisional Safety Committee 

C. G. Stevens Trainmaster 

C. W. Potter Trainmaster 

C. n. T{. Howe Division Engineer 

J. E. (^uiGLEY Ma,--tor Mechanic 

.J . F. HouAPP RoaJ Foreman of Engines. 

H . E. Orr Master Carpenter 

C. S. Whit.more Signal Supervi.sor 

F. W YATT Supervisor 

High Clark Track Foreman, Flora 

G . H . Singer Agent, East St . Louis 

C. S. Mitchell Agent, Flora 

Ira Leffler Engineer, Shops 

A. C. Gill Engineer, Flora 

J. L. TiBBS Conductor, Flora 

Flo Yu HosKiNs Foreiiuin. Flora 

Hl(jh Kane Machinist, Shops 

.1. (ji'ALE Machinist, Cone 

.1 . .1 . McNa.nlvra Paint Shop Foreman, Shops 

Engineer Rea>A. Robinson died on March 30. 
Mr. Robinson, who was born in Flora, HI., on 
September 14, 1865, entered our service as a 
yard clerk at Flora on May 1, 1881. He worked 
as a yard clerk, baggagemaster and laborer 
until September 16, 1886, when he became a 
fireman. He was later promoted to engineer 
and on July 10, 1906, was given a passenger 
engine. He ran regularly on trains Nos. 4 
and 55 until a few months ago, when he was 
transferred to trains Mos. 1 and 2. 

Mr. Robinson leaves a widow and one sister. 
The fimeral was held from the First Methodist 
Church of Flora, on April 1. 

Ik^cause of his jovial disposition and ability 
to make friends Mr. Robinson was one of the 
most p()i)ular engineers on the Hlinois Division. 


The following skit recently appeared in the 
Springfield titate Register. The conductor in 
the case is said to be "Doc" Irwin, but we don't 
believe it. "Doc" was never guilty of looking 
daggers at a lady (especially a young lady). 




Trained Traffic Men 
In Big Demand 

Young man, here's your chance to get into a new uncrowded profession— one that lends 
dignity and prestige, in which the pay is big, the work pleasant— fascinating. Trained traffic 
men are wanted everywhere. Recently enacted rate laws and Interstate Commerce regulations 
have literally created thousands of positions— only a comparatively few are qualified to fill them. 

Be a Traffic Manager 

At $33 To $100 Per Week 

Now is the time to train for this profession. We'll pave the way for your success. 
Teach you to become thoroughly versed in strategy of shipping, including how to route ship- 
ments, how to obtain shortest mileage, how to ^-im« ^ M. ^^ ^ t^M.^ d^ ^ .^^^ 

Short, Complete Course 

—Small Cost 

secure quickest deliveries, how to classify goods 
—and obtain lowest rates. In fact train you so that you 
can qualify for an important, high salaried railroad or in- 
dustrial traffic position. 

We Train You By Mall 

in your own home— you need not leave your present occupa- 
tion or sacrifice your income. 

The course is prepared by a number of the greatest 
traffic experts in America. It covers thoroughly every 
feature of Traffic and Traffic Managership. It is dificrcnt 
from and more complete than any other method of home 
training. Easier to grasp and thoroughly practical. Any- 
body who can read and write intelligently can master it. 
Endorsed and recommended by heads of leading railroads 
and big concerns of the country who recognize our course 
as giving the proner training required for important posi- 
tions in the Traffic and Transportation field. 

Our Home Study Course in Traffic Managership fits 
you in a short time so you can expertly handle a bigtraffic 
job. The cost of training is small compared to the big re- 
wards—and we can accept payments to suit you. 

Today there are over half a million shippers in the 
U. S. All need traffic men. Our foreign trade balance 
is now rapidly approaching the $2,000,000,000 mark. 
American goods are being shipped to all parts of the 
world. The tonnage forwarded by manufacturers and 
handled by railroads is the heaviest on record. Lake, rail- 
road and ocean routes are literally choked with gcx>ds. Aa 
a result, big industries and railroads have urgent need for 
trained traffic men. It is a field which is constantly ex- 
panding. The demand for traffic experts is daily increas- 
ing and the positiona are permanent. 

Train For One of The Big Jobs 


—It Is Your Opportune Moment 

Our graduates qualify for the best positions, because they have the / LA SALLE EXTENSION UNIVERSITY 
best training by practical traffic men. They are better trained because f Dept. 538-C Chicago. III. 

our course, our method of teaching is easier to master and complete * o j r- r t *. * •*• 

in .-v.-rv fpafnrt. / Send Pre- proof about opportunities now Open 

CfW^T^irxTi^t mrirr. ^^vm^rn^T r . a . - i .. ' to TRAFFIC EXPERTS with LaSalle Univer- 

SEND IN THE COUPON indfvU de^'ils con" / f't.y Training. It is understcxxi that I am not 

„ • ..u T c 11 TT • ■ TT ^ ana lu.i aetaiis con- m obligatm:; myself n any way. 

cernuig the LaSalle University Home Course m Traffic Manager- ' 

ship. Send in the coupon now and receive book, letters and full / 

details by return mail. / lisune 

LaSalle Extension University, i 

Worift's Greatest Extension University / 

Depl. 538-C Chicaqo, 111. / 

Addres3 . 

City "tato 

Please mention our maoarine when writing advertisers 





Charlie, or the Time t-o P-a-r-t 
has Come 

Scene — Union station. 

Time — 2.30 o'clock yestcrdii}' afternoon. 

Characters — ''Charlie," a 3'oung lady, pas- 
sengers, baggagemen, etc. 

Conductor — Al — 11 'board — Baltimore and 
Ohio train going west. 

(Signaling engineer and talking to flag man.) 

On time again — fine start. 

Young Lady — (trying to get aboard the tr.iin 
as it starts) — Mr. Conductor, sto))I 

Conductor stops train. 

Young Lady — You will have to hold this 
train until Charlie gets here. 

Conductor — But, my dear madam, this train 
is supposed to start. 

Young Lady — Well, you can't start now, until 
I see Charlie. 

(Charlie comes rushing madly from the 
station through the crowd to young lady.) 

Young Lady — I thought you were not coming, 
etc., etc., etc. (for about two minutes). 

Conductor — (Looking daggers at the couple.) 

Well, well, this train is not a weekly train, we 
run every day and usually on time. 

(Charlie looks into the eyes of his young 
lady friend, and kisses her.) 

Young lady gets aboard train. 

Train pulls out. 

Crowd of passengers and bystanders talking 
among themselves. "Well can you beat it!'' 
"They ought to put that sketch in vaudeville, 
etc., etc." 

The accompanying picture is of the Breese 
switcher and crew. Reading from left to 

right the men in the picture are: Engineer C. 
E. Schrum, brakemen R. T. Burton, L. R. 
Rul)y and E. J. Preble, fireman J. Van Horn 
and conductor C. B. Eddings. Since the picture 
was taken the switcher has been cut off, and 
the crew is now in through freight service. 
The engine has been assigned to hel[)er service. 


In the March number of the Magazine we 
promised to publish a picture of Virginia 
Coil with one of her little railroad friends, 



I". H. l'"iu'hn(^r, of \\:isliiiig(<ni. IikI.. mikI Miss 
Susie H. Buckley were married in St. Simoii:- 
eliurcli, Washinoiton. on Fehruarv 2K. 


Joseph Long, Jr., but since the oi)cning of tlie 
baseball season we are satisfied that daddy 
Joe will make a baseball star out of little Joe. 
Nevertheless, Virginia says that Joe is her 
pal, star or railroader. 

M. j\I. Watson, trainmaster's clerk, surprised 
us all by stealing away to Louisville to visit 
the county clerk and a parson. The young lady 
was Miss Ruth Kinnamon. To make tlie 
surprise complete. Witzie resigned and left for 
Needles. California, to accept a position in the 
office of the superintendent of the Santa F(>. 
Mr. Watson was relieved by Lee Priest. Mr. 
Priest bv Frank Zwinak and Mr. Zwinak 1)V 
J. M. Skube. 

On February 28 block rules 301 to 379. in- 
clusive, were made effective between Spring- 
field and Pana. Telephones have been installed 
at all sidings and telegraph offices between 
these points. 

The accompanying picture is of the famous 
401, shops yard engine. This is the engine that 
was lost in Blue Hole during the flood of 1913. 
The crew, reading from left to right, are: 
engineer M. J. Toohey, switchmen J. (i. 
Trosper and James Wise, foremen C. Williams 
and \V. E. Catt and switchman M. Coleman. 

Toledo Division 

Correspondent, H. W. Bhant, Dinsion 
Operator, Dayton. Ohio 

Divisional Safety Committee 

F. B. .Mitchell Chairman. Superintendent 

M. S. Kopp Trainma.stei 

F. J. Parrish Division Engineer 

RoBT. Baxter Brakeinan 

R. BoHANNOx Conductor 

W.M. Tyrrell ". . Machinist 

P. K. Partee Secret ar\, S-crjiary to Superinten<leni 

The new steam heating plant and air com- 
])ressor for the Cincinnati passenger station, 
freight houses and yards is nearing comple- 

The Cincinnati passenger station and offices, 
and the inbound freight house and warehouse, 
have recently been repainted, and now i)resent 
an atti active appearance. 

To reduce delays to trains operating on 
Baltimore and Ohio Southwestern tracks, the 
Cincinnati. Hamilton and Dayton platform 
at Cincinnati Junction has been extended over 
Millcreek bridge. Cincinnati, Hamilton and 
Da^'ton trains northbouiul can now clear the 
Baltimore and Ohio Southwestern crossing 
while making station stop. 

The new l)oiler house at Ivorydale is nearing 
completion. This improvement will afford 
facilities to meet the increased requirements at 
this shop. All boiler work is now to be done 
at Ivorvdale. instead of at Lima. 

SHOPS ^AKl) KNCINi: N<. 4<'l 



Extensive changes and improvements have 
been made in the offices at the Hamilton 
freight house. These changes will afford office 
facilities for the C. I. & W. Railway. 

Work has been started on the construction 
of modern fire-proof pressed brick passenger 
stations at Middletown and Miamisburg, Ohio. 
The old passenger stations were destroyed bj- 
the flood of 1913. The freight houses at the 
stations have been used for passenger business 
since that time. 

The work of constructing the second main 
track, between South Dayton and AX cabin 
at Trenton, is progressing rapidly. 

> €J!/^/r^ y^^ ^ 5r^^^s 

Peterson's passing track and the east massing 
track at Piqua Crossing are being connected. 
This will afford double sidings of 140 cars 
capacity each. 

A new American ditcher has just been re- 
ceived. It has been put in service ditching 
and widening cuts north of Piqua Crossing. 

The replacing of eighty-five pound rail with 
new ninety pound rail, between Lima and 
Wapakoneta, has been completed as far as 

The New Central power plant at Lima shop 
is nearing completion. At present two inde- 
pendent DOwer plants are maintained, so the 
tiew plant will be an economy. 

Wellston Division 

Correspondent, J. M. Rowland, Timekeeper 
Dayton, Ohio 

Civisional Safety Committee 

Permanent Members 

A. A. Jams Chairman, Superintendent 

R. W. Brown .Trainmaster 

H. G. Snyder Division Engineer 

C. Greisheimer Supervisor 

S. J. PiNKERTON Supervisor 

S. M. Baker Supervisor 

H. O'Neil Division Foreman 

F. M. Drake Relief Agent 

P. M. Parnell Conductor 

George Wagner Engineer 

.1 . J. FiTZMARTiN Division Operator 

Clarence Smith Yardmaster 

Ed. Childs Stat onary Engineer 

Engineer C. Hartzog returned to work on 
April 11, after spending three weeks visiting 
relatives in Oklahoma. His family accom- 
panied him on the trip. 

The beet seed for the coming season's crop 
is now commencing to move from the ware- 
houses, and, judging from the amount that is 
being distributed, the acreage bids fair to 
exceed that of last year. 

Arrangements are now being completed for 
a track extension at Smith Mill, for the Holland 
St. Louis Sugar Company. This extension will 
enable them to expedite the handling of beets 
at that point, as their largest acreage lies in 
the vicinity of this station. 

The stone business is expected to be resumed 
about May 1. The backward season the stone 
companies experienced last year left them with 
several unfinished contracts on their hands, 
which they hope to be able to rush to early 

An extra gang ,has just started relaying the 
sixty pound rail on curve east and west of 
Xenia, with eighty-five pound rail. 

The work of strengthening bridges between 
Dayton and Chillicothe is being rushed. 
Believe me, division engineer H. G. Snyder 
has his hands full. 

We are glad to note that engineer Mack 
Sifford is back on his engine. It will be re- 
membered that he was seriously injured at 
Washington Court House on February 21. 

The coal business at Wellston is almost at a 
standstill, because of labor trouble. It is 
to be hoped that the differences between the 
miners and operators will soon be settled, so 
that the mines may resume operation. 

The many friends of T. M. Edwards are glad 
to see that he is back on the job, after a severe 
illness of several months. Mr. Edwards is our 
agent at Celina, where he has been serving 
the Company for a number of years. 




GLAS, combining 
Safety and Comfort, 
is the ideal protec- 
tion goggle. No one 
has to be made to 
wear an Adjusto- 
glas, they are worn 
gladly. The easily 
adjustable noj:e- 
piece can be com- 
fortably fitted to 
any face. No sore 
noses, cheeks or ears. 

The construction of 
the frame and the 
great strength of the 
lenses combine to 
prevent accidents, 
they are "Safe - 
first, last and al- 
ways." In use on 
the Baltimore and 
Ohio Railroad and 
many other rail- 
roads. Look for the 
name, it's stamped 
in the rim. : : : 



The Strong, Kennard & Nutt Co, 

592 Schofield Building 


Safety ■ Comfort Goggle I 



Please mention our nidgnzine when icrU'uKj mlncrliser. 



The new ninety foot turntable', just installed 
at East Dayton, although not complete, was 
given a try-out on April 4, when yard engine 
324 was turned. Roundhouse foreman J. F. 
Phares officiated at the throttle. It kept 
B. and B. foreman J. S. Downey running to 
keep up. Some turntable. Foreman Downey 
is justly proud of it. 

Sandy Valley & Elkhorn Railway 

Correspondent, George Dixon, Chief Clerk 

Divisional Safety Committee 

H. R. Laughlix Chairman 

A. W. White Supervisor M. of W. Department 

D. W. Blankexship Section Foreman 

S. H. Johnson Engineer 

E. E. Cassidy Fireman 

J . M . Moore Conductor 


How Death Lurks in the Teeth 

IT is an unrefuted fact that the general health 
depends largely upon the condition of th? 

teeth and oral cavity. Almost any systemic 
disorder, such as stomach and intestinal trouble, 
anaemia and other blood disorders, diseases of 
the joints, heart and nerve affections, neuritis 
and neuralgia can arise from their neglect. 
Even appendicitis, impaired mentality, insom- 
nia, melancholia, and seizures simulating epilep- 
sy have been traceable to pernicious root ab- 
scesses of the teeth which were not revealed by 
local pain, did not respond to pressure, the ap- 
plication of heat or cold and in most instances 
were aljsolutely unsuspected by the .sufferer. 
These maladies, as Dr. Alonzo ^liiton Xodine, 
an eminent dental surgeon, says, "have been 
relieved and frequently cured when the dentist 
has discovered root abscesses, persistent irri- 
tation in or about the teeth and jaws, or re- 
moved impacted teeth and hidden roots and un- 
hygienic and irritating crowiis, bridge-wofk. 
plates and fillings and corrected warped and 
contracted dental arches." 

And how, one asks, can an abscess at the root 
oi a tooth cause disorders in remote parts of the 
body? (Jenerally, alveolar abscesses, as these 
concealed root abscesses are called, are formed 
on teeth which have been treated by the dent- 
ist. Usually the root canal has not been thor- 
oughly filled, possibly due to a crooked root, 
from which it was impossible to extract all of 
the dead nerve, the remaining portion of which 
in a short time decays. There being no outlet 
the pus works inward through the root of the 
tooth, an abscess forms at the apex in the bone 
tissue in which the teeth are set, and in ad- 
vanced cases causes necrosis, or destruction of 
the bone tissue. 

If the abscess causes no pain and is not other- 
wise suspected it is only discoverable by means 
of the X-ray. Taking a roentgenogram of the 
teeth is a simple matter and is not accompanied 
with pain or any disagreeable feeling, and the 
picture is taken in about five seconds. 

The work of dental surgeons of the American 
Red Cross in the great war abroad has attract- 
ed world-w4de attention. Wounded soldiers 
brought to the American hospitals recovered 
more quickly and were better able to resume 
their places in the ranks than those treated by 
any other branch of the medical service. In- 
vestigation revealed that this was attributable 
to the fact that every wounded soldier was not 
only treated for his injury but was also given 
a thorough dental examination and treatment 

when necessary. Himdreds of men were 
brought from the trenches suffering from no 
woimds but from rheumatism, heart trouble, 
nervous shock, general debility and other aflfec- 
tions. A very large percentage of these were 
cured by treatment of the teeth. 

Any number of instances with varying symp- 
toms could be given, but these are sufficient to 
show the nature and extent of disturbances 
caused by an unsuspected condition of the teeth. 
This does not imply, however, that all systemic 
disorders which do not respond to medical 
treatment are directly traceable to an un- 
healthy condition of the oral cavity, but in the 
opinion of F. K. Ream, M. D., D. D. S., of New 
York, shows conclusively the value of cooper- 
ation between phys i c i an and dent i st . — K .\.t hleen 
Hills, in Leslie's. 

The High Cost of Mistakes 

WE hear a great deal about the high cost 
of living, the high cost of labor and the 
high cost of materials, but we do not 
hear as much as we should about one of the 
costliest of the high costs — the high cost of 

A mistake may result in property loss, per- 
sonal injuries and even in loss of life. Mistakes 
are far reaching in their effect, and the man who 
makes the mistake is often not the ope who 
pays the penalty. The apparent insignificance 
of a mistake has no bearing on its possible 
effects. A gruff answer to a patron, or incor- 
rect or incomplete information given in answer 
to an inquiry, may mean the loss of future 
business to the road — the loss not only of the 
business of the patron so treated, but the loss 
of the business of his relatives and friends and 
of the business of their relatives and friends. 
An illegible train order or an incorrect signal 
may mean a bad accident, with its accompany- 
ing loss of property and perhaps of life. 

The careless man, who treats a mistake as of 
little consequence, is as dangerous as the 
fellow who "didn't know the gun was loaded." 
Each is an irresponsible and dangerous offender, 
who does not stop to consider the possible cost 
of the mistake he is about to make. 

If the careless man could look beyond the 
present moment, and see the effects of his 
carelessness, not only on himself, but on others, 
there surely would be more care and thought 
exercised, and the high cost of mistakes would 
be appreciably lessened. 

L. E. Smith, Operator, 

Columbus, Ohio. 

The Elimination of Black Smoke 

Excerpt From an Address Delivered at Employes' Meeting 
Held in McMechen, W. Va., on January 10. 

By W. J. Duffey 

Assistant Road Foreman of Engines, Wheeling 

Mr. Chairman and Gentlonen: 

The black smoke question is a ticklish one — 
we can tell you how to eliminate black smoke, 
but we cannot always ^et the men enough 
interested in the matter for them to do it. The 
first thing that is necessary, of course, is 
instruction. At cur monthly meetings we try 
to tell you how it can be done; we have men out 
on the road (the road foreman and assistants) 
who are always ready to instruct the enginemen ; 
yet, when these instructors are not around the 
men seem to forget. 

It is not always possible to entirely eliminat(> 
black smoke — all the conditions must be right in 
order to do it. The dratt appliances must be 
arranged so that enough oxygen for perfect 
combustion will be admitted. The fire should 
be level all over the grate surface, the grates 
kept free from clinkers and the ash pan kept 
clean, so that the air may pass freely up through 
the opening to the fire bed. The firing must 
not be too rapid, as rai)id firing will produce 
the fuel elements i aster than the oxygen sup- 
plied can take care of them. This means a 
waste of fuel and plenty of black smoke. I 
might say that no matter how carefully a fire- 
man does his work, with the view of eliminat- 
ing black smoke, if the engineer does not handle 
his engine properly, and cooperate fully with 
him for the same purpose, his work is in vain. 

In order to eliminate black smoke on yard 
engines, the fireman must be "on the job," 
as must the engineer — the^' must co-operat(\ 
If there is any green coal in the fire-box, the 
instant the engineer shuts ofT there is no air to 
help l)urn the carbon, and the result is great 
volumes of black smoke coming out of the stack. 
When the fireman knows that there is green coal 
still remaining in the fire-box he can, to a great 
extent, eliminate smoke by cracking the blower 
and slightly opening the door. Of course, this 
will require constant watching on the part of 
the fireman. 

Now, in regard to passenger trains: There is 
no necessity, at any time, for an engine coming 
into a station with the black smoke trailing 
over the train or into the coaches through th(> 
windows or open ventilators. An engineer 
should, upon approaching stopping places or 
stations, shut off his throttle gently, not with a 
violent push; the fireman should open his door 
a few inches and crack his blower just suffi- 
ciently to create a draft. This will bring the 
air in on toit of the fire, through the slightly 

opened door, and mix it with the carbon on toj) 
of the fire. If this is done you will not see 
black smoke rolling out of the stack. This 
rule applies to freight engines just as much as 
to passenger engines. 

Let us see what makes this l)lack smoke. All 
our bituminous coal is composed of fixed carbon, 
volatile matter, ash, moisture and sulphur. 
The three latter elements form only a small 
percentage of the whole. The fixed carbon in 
the coal is that portion of it remaining on the 
grates after all the gases are roasted out. — it 
i.s the coke, and so long as sufficient oxygen is 
furnished, it will bvu-n, until there is nothing 
left of it but the ash. The volatile matter, 
or In'dro-carbons as they are generally known, 
is composed of hydrogen and free carl)on and 
is roasted out of the coal when the temperature is 
at about 300° or 400°, and, probably up to 1000°, 
both these elements are liberated entirely from 
the coal and are passing through the stack, 
unless conditions in the fire-box are such that 
they will be consumed. At 914° free carbon 
will burn; at 1230° the hydrogen will burn, but 
when the}' are roasted out of the coal they are 
in the form of a compound ard the oxygen will 
not mix with them until they are separated into 
their elements, that is, free carbon and hydro- 
gen. In order to separate them it is necessary 
that the temperature of the fire-box be not less 
than 1800°. As I said before, the free carbon 
will burn at 914° and the hydrogen at I'lMt". 
A temperature of 1800°, having separated theni 
into these two elements, means that they will 
be consumed, provided that you have furnished 
the necessary amount of oxygen to mix chemi- 
cally with them. 

Let me explain to you how the oxygen mixes 
with these elements. When the air i)asses up 
through the grates it mixes first with the fixed 
carbon on the grates. The hydro-carbons are 
always on top of your fire. This air must 
uj) through the fire and mix with these two 
elements. Oxygen has a greater aflinity for 
hytlrogen than it has for cari)on, consecjuently 
it will mix with it first, and if there is any left, 
the free carbon, which is the last on the j)ro- 
gram, gets it. But, judging from the amount of 
smoke you see coming from our locomotives 
there is evidently some condition that pievents 
supplying enough oxygen to unite with the 
carbon. Whether that condition is chargeable 
to the locomotive, or to the carelessness and in- 
(lifTerence of the men.! will lc;i\-(' to vou to indgc. 



The Baltimore and Ohio at the Railway 
.Engineering Association Convention 

BALTIMORE AND OHIO men took a prom- 
inent part in the proceedings of the annual 
convention of the Railway Engineering 
Association held in Chicago during the week 
of March 20. The Railway Age Gazette ran a 
daily edition to cover this convention and re- 
ported in full the recommendations made by the 
various committees. 

F. P. Patenall, signal engineer, presented an 
interesting paper before the Railway Signal 
Association. He was chairman of the com- 
mittee on standard designs, one of the most 
important sub-divisions of signalling science. 
Before the Railway Engineering Association 
proper, Jenks B. Jenkins, our valuation engineer, 
presented a most comprehensive and valuable 
l)aper. He was chairman of the committee on 
track, and the designs and recommendations 
which he submitted for various standard de- 
vices will be of far-reaching importance in track 
work. As chairman of the committee on build- 
ings, M. A. Long, architect of the Baltimore 
and Ohio, also read an interesting paper. 

G. D. Brooke, superintendent of our Ohio 
Division, reported as chairman for the committee 
on rules and organization. It will be remem- 
bered that several months ago we printed an 
article in the Employes Magazine on the opera- 
tion of our terminals by Mr. Brooke, and the 
meaty material offered in this paper is a good 
indication that Mr. Brooke's committee had 
something of great interest and importance to 
present to the convention. 

The pictures of all of these officials were pub- 
lished in connection with the reports of their 

At the close of the convention on March 22, 
at the election of officers, R. N. Begien, general 
superintendent of the Baltimore and Ohio 
Southwestern, was elected a director to serve 
for a three year term and M. A. Long, assistant 
to the chief engineer of the Baltimore and Ohio, 
was elected a member of the nominating com- 

Taking the convention as a whole, the activ- 
ity of Baltimore and Ohio officials was notable. 
We were represented by a large number of men 
actively participating in the proceedings. 


— 4. 

Rank of Divisions and Districts in the Performance of Through and 
Local Passenger Trains. March, 1916, and February, 1916 



Per Cent 
O. T. Made 
and Better 


Staten Island 









New Castle 









Ohio River 




97.4 ! 






















































Ofhce of General Superintendent of Transportation 
Baltimore, Md., April 18th, 1916 

Per Cent 
O. T. Made 
and Better 


Staten Island 



j 89.1 



Baltimore and Ohio Southwestern 

Cincinnati, Hamilton and Dayton 

Main Line . . 




Pittsburgh . 



Baltimore and Ohio and Baltimore and 
Ohio Southwestern 

System (Baltimore and Ohio, Baltimore 
and Ohio Southwestern and Staten 



Royal Master Model Ten" 
the typewriter of perfect presswork 

Other men judge your letters 
just as you judge theirs 

Generally it is not your fault, nor that 
of your stenographer, if a letter goes 
out poorly typewritten, the lines un- 
even, letters faint or jammed clear 
through the paper — 

But the man or firm getting thtit letter 
may have no other way of judging 
you and your business. 

You judge others in just the same way. 
You've seen letters written on the 
Royal, most likely. 

That even, smooth, beautifully legible 
print truly has personality in it. 
The Royal is instantly adjusted to the 
individuality of the operator. A little 
thumbscrew does it — and the operator 
fortrets there is a machine between 
fingertips and paper. 

A demonstration takes but 
under no obligation — we'll 

That's only one reason why the Rcyal 
is the choice of "big business." 
The Royal not only writes cvcr>-thing, 
but it bills and charges, and it writes 
cards — writes anywhere and every- 
where on a card — without a single 
extra attachment or the least change. 
When you install a Royal you end the 
"trade-in" evil of the typewriter busines;;. 
The Royal is built to live long, and it is 
built to give such unchangingly satisfactory 
service that you'll never want to trade it. 
For the same reason it keeps the repaii man 
away. Work goes on as it should. Your 
stenographer is pleased with that, and also 
pleased because the Royal is practically /r/V- 
tionless and dustless — it requires much less 
cleaning and oiling. 

Get the facts. Know the Royal, whether you 
need one or a hundred typewriters, or whether 
you are considering a purchase now or not. 

a few moments. It places you 
thank you for the opportunity. 

Royal Typewriter Company, Inc. 

Factory* Hartford, Conn. General Offices, 11 Royal Typewriter BIdg 

Branches and Agencies the Woria Cher 

364 Broadway, New York 

PJcnac mcniion our maqazine irhrn irn'ling mht ///.ni 


Hotel Names 

IF tlio rooms arc dirty and the slop-jar is 
cracked and t ho hoatorssiiff(Ming from chronic 
chill lastina; from October to Ai)ril, if the 
wi-itinj^ stand has only three legs and is propped 
against the wall, if the extra comforter on tlu^ 
foot of the two-inch-thick hammockesque bed 
looks as if it had been used as a road-drag after 
a recent rain, if there is only one towel (about 
the size of a handkerchief and made of cheese- 
cloth), if tho wall-paper is hanging loose from 
the ceiling and peeling ofT from the walls, it 
is The Palace. 

If ever an Indian lived within forty miles of 
that place, especially a chief, the hotel is called 
by that chief's name: Poweshiek, Cherokee, 
Iroquois. Otsego — anything like that, just so 
it is an Indian chief's name. 

Now just why they should name a perfectly 
good hotel after an extremely dead and un- 
housebroken Indian is more than my dopeshect 
can inform me. They might as well name a 
pill after a Christian Scientist — think of the 
Mary Baker G. ICddy Little Liver Pellet!— a 
brand of soap after a hobo, an ulster after a 
Papuan. knee-length undcrw(Mir after an Eskimo, 
a brand of cocktail after Bryan or a California 
city after a Jap, as to name a hotel after an 
Indian chief. 

The only way one of those old-timc Indian 
sachems could have been got into one of these 
good hotels, especially one with a bath in it, 
would have been to blindfold him and back 
him in. If you had got him there once and 
showed him the napery and the four-walled 
bedrooms and the fire escapes and the other 
devices suggesting snares and deadfalls, he 
would have broken forth with a piercing screech 
and been hard to catch. 

Indians are all right, and so are some hotels, 
but why this mania for naming a hotel that gets 
just as far from the old-time Indians' way of 


lixing as possible — why name that rococo 
palace after the old-time Indian chieftain, just 
because the old scalp-artist is dead and can't 
resent it. 

The other regular names for hotels are The 
Inn, The Connnercial, The Waldorf and The 
Parker House. In ('anada, all the small town 
hotels are named after the King. And if ever 
he stopped at some of them incog., he would 
have the proprietor drawn and quartered for 
lesc majestf. — Stkickl.xxd Cir.LiL.\N, in Judge. 

Seas of Paint 

IX painting stations and other buildings, 
freight cars and bridges, the Baltimore and 
Ohio Railroad used 3,232,371 gallons of paint 
during the three years ended December 31, 
1915. A standard color scheme for buildings, 
cars and bridge structures was adopted, so 
that throughout our entire territory the prop- 
ert}- is uniformly painted. 

Railroad Problems To Solve 

THE considerable discussion which has 
taken place with reference to President 
Wilson's recent message to Congress has 
dwelt largely upon the plans which he outlined 
for national defense, but some of his most im- 
portant suggestions have not received the 
attention which they require. Probably no 
proposal made by the President was so im- 
portant as his plan for a commission of inquiry 
to study the transportation problem of the 
United States. The President's idea was that 
this commission of inquiry might ascertain by 
a through canvass of the whole question of 
railroad transportation, whether the laws of the 
country as at present framed and administered 



are as sorvicoable as thoy iniKht be in the solu- 
tion of the problem. "It is obviously," he 
said, "a problem that lies at the very founda- 
tion of our efficiency as a people." He did not 
believe that there should be any backward step, 
and added that "the question is not what should 
be undone, but what should be added." It is 
wholly probable that the inquiry suggested will 
))e undertaken. Moreover, it is probable that 
the effort will be made to have this inquiry 
conducted by somebody other than the Inter- 
state Commerce Commission, and that the 
result eventually will be an enlarged Interstate 
Commerce Commission, so that it shall have 
district members who can work in harmony with 
State Commissions.—THOMAS F. Logan, in 
Leslie's. . , 

Push This Idea Along 

A PENNSYLVANIA man was killed as a 
result of his intoxication. A judgment 
for $1,000 damages in favor of his widow 
has been upheld b}^ the higher court against 
the saloon-keeper 
who furnished the 
intoxicating liq- 
uors to the de- 
ceased. When the 
man left the bar- 
room of the de- 
fendant, accord- 
ing to the evi- 
dence, he was in 
a helpless condi- 
tion. The wid- 
ow's right to re- 
cover against the 
saloon-keeper was 
founded on an old 
act of the Penn- 
sylvania Legisla- 
ture which provided that any person furnishing 
intoxicating drinks to any other person in viola- 
tion of any existing law should be held civilly 
responsible for injury to person or property in 
consequence. An act passed in 1887 by ^the 
same Legislature provided that "it shall be un- 
lawful for any person, with or without license, 
to furnish by sale, gift, or otherwise, to any 
person any spirituous, vinous, malt, or brewed 
liquors to a minor, or to a person of known 
intemperate habits, or to a person visibly 
affected by intoxicating drinks, either for his 
own use or for the use of another person." 
This is one way of reaching the reckless and 
unconscionable saloon-keeper who continues to 
furnish liquor to the man who has already 
indulged beyond his capacity.— Co/Zier's. 

What The Traveler Gets 

TO a few thoughtless persons it is a strange 
fact that the railroads should charge two 
cents a mile for the transportation of a 
passenger while a ton of freight, equal in weight 
to six passengers, is carried for the extremely 
low average rate of seven mills per mile. One 
can scarcely realize how little seven mills is. 

for there is no American money maile of this 
small denomination. 

There is much greater profit in carrying a ton 
of freight at this inconsiderable figure than in 
carrying the equivalent in passengers, for a ton 
of freight needs no free ice water, electric fans, 
electric lights, lavatories, matrons, messengers, 
etc., a $5,000 car for the free transportation of 
baggage, with men to handle it, and there is lets 
responsibility in hauling freight than in carry- 
ing human beings. Freight can get along with- 
out sumptuous depots and magnificent t(;rmi- 
nals. A $500 box car will hold sixty tons of 
freight, whereas a $10,000 i)assenger coach will 
carry only four tons of people. 

Foreigners who come to this country are 
amazed at the degree of luxury the American 
traveling public demands and receives for half 
of what is charged in some parts of Europe. 
We pay two cents a mile to travel in comfortable 
steel day coaches as compared with the stuffy 
little wooden cars of Europe, where 2.74 cents 
per mile is charged in Germany, 3.48 cents 

in France, 3.00 
cents in Italy and 
4.70 cents in the 
United Kingdom. 
One who prefers 
a suburban life, 
away from the 
noise, smoke and 
grime of the city, 
can live in the r)i- 
ral districts with- 
in easy access of 
the city where 
his or her busi- 
ness is located, 
and pay no more 
than many who 
live in the city spend daily on carfare. 
— ^Kathleen Hills, in Leslie's. 

Where Do The Pins Go? 

WHERE do the pins go? Twenty-thre*' 
million of them were useil in a year in 
the offices of the Baltimore and Ohio 
Railroad, according to an "economy circular" 
that the Compan}' is.sued for distribution among 
its employes to encourage them to save office 
sui)plies. During one vear the Comj)anv spent 
on its 2.000 offices $(>0.bOO for supplies that are 
ordinarily used prodigally. An itemized list 
is of interest: 

Pencils 700.000 

Pens l.OOO.OOO 

Pins 23.0()0.0()() 

Envelopes LS.OOO.OOO 

Carbon paper (sheets) I4.()()i).()()0 

Second sheets 23,OJ;M)00 

Rubber bands 11. ()()().()()() 

Blotters 57().0{)1) 

Letter fasteners 2.5()0.()()0 

File backs 2.()()().()0() 

Sponges 10.000 

Rulers 3.300 



fti^ Burlington 



Look ! 



19 Ruby and Sap- 
phire Jewels — 
Adjusted to the sec- 
ond — 

Adjusted to tempera- 
ture — ■ 

Adjusted to isochron- 
isra — • 

Adj usted to posit ion s— 
2 5 -year gold strata 
case — 

(lenuine Montgomery 
Railroad Dial — 
New Ideas in Thin 

A Month 

Burlington Watch Co 

19th Street and Marshall Blvd. \ 
Dept. 2725 Chic r go. III. \ 

Please send me (without obligation and < 
prepaid) your free book on watches 
with full explanation of your cash or 
Sji.oO amonthoffer on the Burlinj^oiiWatih. 

And all oftbis for $2. 50— only $2.50 

per inoiilli — a great reduction in watch prices 

-direct to you — positively the exact prices 

the Avholesale dealer A\ould have to pay. We do not 

care to quote these prices here, but Avrite — write 

before yon buy. Tliink of the hi^'li prade. gruaranteed 

ivateli we. otter liere at such a reniarkable i)rice. Indeed, 

tlie days of exorbitant walcli prices have passed. 

You don't pay 
a cent to any- 
body until you 
see the watch. We won't let you buy a IJurling- 
lon Watch without seeing it. Look at the splendid 
teaiity of the walcli ilself. Tliiu model, handsomely 
shapeci — aristocratic in every line. T-lien look at the 
works. There you see tlie ))innacle of watcli makintr. 
You understand how this wonder timepiece is adjusted to 
tlie very second. 

Every figrhtinff vos«:(>l in I he U. S. Navy has the Burlington Watcli alward. This 
includes every torpedo boat— every submarine as well as the big Dreadnaughts. 

See It First 

Send Your Name on 
; This Free Coupon 


Get the Burlington Watch Book by sending this 

coupon now. You will know a lot more about Avatch buying 

, Mhen you read it. You will be able to "steer clear" of 

V the double-priced watches ^liich are no better. Send 

\ the coupon today for the watch book and our offer. 

Burlington Watch Co. 

19th St. & Marshall Blvd., Dept. 272.% Chicago, l!I. 

Please mention our magazine when writing advertisers 


Eni^l(^es Magazine 


Vk-DSA\T^ \& 





OAVE you read about CATHERINE THE GREAT of Russia — the auburn - haired 

** queen- -the queen of romance? \yas she the great queen — ardent lover — faithless wife — rumor 
has told? Was she twenty women in one — ^^more beautiful than Helen of Troy — more brilliant 

than Cleopatra— more ruthless than Catherine de Medici — greater than Queen Elizabeth of England — tliis ^vornan who 
came from a modest German duchy to rule over a wild Russian court and a wilder Russian land? What is the 
truth? The story of her life and every other character in history is to be found in the world-famous publication 

Ridpath's History of the World 

Dr. John Clark Rid^ath is universally recognized as America's 
greatest historian. Other men have written histories of one nation or period; 
Gibbon of Rome, Macaulay o.' England, Guizot of France, but it remained for 

Dr. Ridpath to write a history of the entire World from the earliest civilization down to the present. 

Never Again Such A Book Bargain 

We will name our special low price and easy terms of 

payment only in direct letters. A coupon for your convenience is 
printed on the lower comer of this advertisement. Tear off the 
coupon, write your name and address plainly and mail now 
before you forget it. We will mail you 46 free sample pages without any obligation 
on your part tobuy. These will give you some idea of the splendid illustra- 
tions and the wonderfully beautiful style in which the work is written. 
Our plan of sa'e enables us to ship direct from factory to customer and 
guarantee sati::'faction. We employ no agents, nor do we sell through book 
stores, 80 there is no agents' commission or book dealers' profit.^ to 

Six Thousand Years of History 

Ridpath takes you back to the dawn of His- 
tory, long before the pyramids of Egypt were 
built; down through the romantic troubled 

times of Chaldea'a grandeur and Assyria's magnificence; 
of Babylonia's wealth and luxury; of Greek and Roman 
splendor; of Mohammedan culture and refinement to 
the dawn of yesterday. He covers every race, every 
nation, every time, and holds you spellbound by his 
wonderful eloquence. 

The European War 

If you would know the underlying causes 

which have led up to this conflict, the great racial 
antipathies, the commercial rivalries, the sting of past 
defeats, the vaulting ambitions for world empire, you 
will find them all in Ridpath's History of the World. 

Ridpath's Graphic Style 

Ridpath pictures the great historical 
events as though they were happening before 

your eyes; he carries you with him to see the '"»: cles of 
old; to meet kings and queens and warriors; to sit in the 
Roman Senate; to march against Saladin and his dark- 
skinned followers; to sail the southern seas with Drake; 
to circumnavigate the globe wnith Magellan. Ha com- 
bines absorbing interest with supreme reliability. 


Please mention our magazine when writing advertisers 

Ill: H.\i;riM()Hi-: and ohio emplovks macazim 

Modern Eloquence 

Greatest Speeches 
Ever Made 

The books of the hour — absolutely the greatest compilation 
of eloquence ever offered to the public— Modem Elociuence, 
now at a price reduced to rock-bottom. We have purchased 
the plates of these famous books and are able to produce the 
entire set at an extraordinary reduction in cost, thus putting 
this remarkable work within the easy reach of all. No one 
should now be without Modem Eloquence — the greatest 
speeches of the world's greatest orators. 

Price Reduction 
Extraordinary' ! 

Would you like to associate with the world's greatest 
orators, scholars, statesmen, soldiers, wits? Would you like to 
have their greatest utterances — speeches that have stirred 

^_ __ ^^ ^^ ^^ ___ __ audiences— moved nations— made history? After-dinner speeches, great lectures, wit. 
humor, pathos, thrills, wisdom, that have made memorable both speaker and occasion 
are here for you in Modem Eloquence just as they were uttered, to entertain and 
educate you whenever you choose. No work pulalished today is more inspiring, 
delightful, absorbing. Some of the speakers are dead. They can never be heard 
again, but their epoch-making orations will live forever. 

Millions of dollars have been paid by audiences to hear these marvelous speeches; 
yet, think of it, you can enjoy and own them for an insignificant price. 

Modem Eloquence consists of ten large, handsome volumes, 4,500 pages— indexed 
and cross-indexed to facilitate ready references— in rich three-quarter morocco; 
printed in clear type on beautiful white special paper; profuse illustrations in 
photogravure on Japanese vellum. 

Every Speech, Lecture eind Address is complete. 

I What This Great Work Contains , 

300 After Dinner Speeches I 

by Joseph H. Choate, Benjamin ■ 

I Disraeli, Jarries G. Blaine, Wm. I 

M. Evarts. John Hav, Oliver I 

Wendell Holmes. Sir Henry ' 

I Irving. Chauncey M. Depew. I 

I Henry Ward Beecher, Mark | 

I Twain. Henry W. Grady, Jos. 
Jefferson. Robt. G._Ingersoll, 


Seth Low. Albert J. Beveridge, | 

IWoodrow Wilson, etc. 

150 Great Addresses I 

by Lyman Abbott. Charles ■ 

I Dudley Warner. William Cul- I 

I len Bryant, Rufus Choate, I 

I Theodore Roosevelt, Arthur J. 

Balfour. Jonathan P. Dolliver, I 

Edward Eggleston, William E. | 
(Gladstone Charles Francis 

Adams, John L. Spaulding. I 

Joseph Chamberlain, Grover I 

Cleveland, Fisher Ames, Law- ■ 

I rence Barrett, Henry Drum- I 

I monil, James A. Garfield, I 

■ Hamilton Wright Mabie, Wil- ' 

I Ham Jennings Bryan, cic. I 

I 60 Classics and Popular Lectures I 

I by Charles A. Dana, Robt. J. ■ 

Burdette. Russell H. Conwell, I 

Canon Farrar. John B. Gough, ■ 

I Andrew Lang. Wendell Phillips, | 

Josh Billings.JohnTyndall.Geo. I 

William Curtis, Artemus Ward. ■ 

I Paul Du Chaillu. John B. Gor- I 

don.NewellDwight Hillis.John I 
Morley, John Ruskin.Henrv M. 

I Stanley, Wu Ting Fang, etc. | 

I 2000 SbortStories and Anecdotes I 

I by Mark Twain, Chauncey M. ■ 

Depew, Horace Porter, Champ I 

Clark. Jos. H. Choate, John M. ■ 

I Allen, etc ■ 

Endorsed By Greatest Authorities 

The greatest literary and oratorical authorities laud Modern Eloquence, such as 

W. J. Bryan. A. K. McClure, Wu Ting Fang, O. S. Marden. John H.iy. Eli Perkins, Oliver 
Wendell Holmes, Frederick Landis, Chief Justice David J. Brewer and hundreds of others. 

No Other Books Like These 

Modern Eloquence is the only work of its kind in existence. This great work is indeed B 
treasure— a liberal education -a source of information to be obtained no other way at any price. 
Each speech or bit of humor will move you as it has moved millions of others. Yet .Modern now yours at a Rock -Bottom Price on 

Small Monthly Payments 

For a sh<irt time you crin buy tliis great work at thi- lowest price at 

which wo have ever been able to offer it. We have figured every cost ^^ 

d give you the ^W 

ni production to the smallest fraction of a cent, an^ 

benefit of the saving. Send coupon now for our final and lowest 

price and easy payment plan. 


Containing specimen addresses by Woodrow Wilson, ^iw 
Champ Clark, Russell Conwell, Lord Kitchener. Wil- ^ 
liam Jennings Bryan, Henry M. Stanley. Abraham 
Lincoln, Mark Twain, Robert Ingersoll. Wendell 
Phillips. etc. Sending the coupon places you under ^ 
no obligation to buy. Tear it off and send it ^ 
NOW. Don't wait. The offer is limited. ^^^ 

GEO. L. 


Dept. 225 Garland Building, Chicago, IlL. 



^r Address I 

Dept. 225 
^ Garland Bldg. 

^ Chicago, 111. 

Please Btnd in.- trie l.Tamous 

Si)e>:imfn Spi-cches and full de- 

riplion of Modern Eloquence with 

' prircs and terms to the readert 

of the Baltimobb and Ohio Employes 


Plfd'ie m^nlion our magazine when writing advertisers 



\WE CORDIALLY invite all employes 
^^ to inspect carefully the advertising 
now appearing in our Magazine. It is our 
purpose to offer only such things as will 
legitimately appeal to the rank and file 
of our readers. All advertising will be 
rigidly examined before insertion so that 
there may be no question about its 
standard. No objectionable advertising 
will be accepted :: :: :: :: :: :: 


$44.80 per page, each insertion; 20 cents per agate 
line (fourteen agate lines to an inch). Width of 
column, 16 ems or 2§ inches. 

Rates for covers, extra colors and preferred positions 
will be supplied on request. 

For Further Particulars Address 
Robert M. Van Sant, Advertising Manager 

Camden Station 

Baltimore, Md. 

NOW know the comfort of quick, legible 
writing on a regular $100 typewriter 
—sold by us for only $48.50. And the 
privilege of 30 days' free trial besides. Earn enough 
money duringr trial time to pay for the machine. 
You will easily get from 10c to 20c a page from 
those near you who will be glad to get work done. 

Reliance Visible Typewriter 

One of America's standard machines. Soldunderad- 
vertisad name for $100.00. Has all the conveniences, 
the best improvements, the strength andfine appear- 
ance. We guarantee that it will prove 
as satisfactory as any standard ma- 
chine. IVe know it will. We use it 
right here in our ofiBce. Save half. 
Write for Typewriter Catalogr 

It tellsw/iy we can sell this $100. 00 visible 
writing typewriter for less than half price. 


Write to the house most convenient 


What Jim Hilk 

Did— YOU 

Can Do 

Read the life-story of any big figure 
in the railroad world. Back of all the 
other factors that made them big men is the 
all-important factor of knowing how to 
save. Not merely saving — not just providing 

against a rainy day — but going still further, making their 
savings mean something big — something really worth 
while. They couldn't do it unless they knew how to 
save. Because they knew how to save — they got to 
the top. Do you know how to save? Nathaniel C. 
Fowler, authorof "Starting in Life," "Practical Salesman- 
ship," etc., has just completed a new and authoritative 
book on this all-absorbing topic "How to Save Money." 
It's actual, real, live knov/ledge on the subject — gleaned 
from a thousand and one di fferent sources— written clearly, 
simply and so that you can understand and profit by it. 

This Book Tells 


This remarkable 
book is simply 
crammed from cover 
to cover with price- 
less knowledge on the subject 
of how to save money. 
No idle theories — ^no guess- 
work — but facts, actual 
facts. Mr. Fowler gets 
right down to hardpan and 
gives you interesting, true 
facts on the care of 
money — on every kind 
of investment ; an expose 
of the prevalent fraudulent and get-rich-quick 
schemes; valuable and authentic information for 
all moderate money savers and small investors. 
It deals with life just as you live it — tackles and solves 
the self-same problems that perhaps make saving, let 
alone knowing how to save, so difficult for you. 


/Just Send $ 
One Dollar 


Only a dollar mind you — surely small 
enough investment for a book like this that's 
worth many, many times that much in use- 
ful knowledge to you. Why grope in the dark, why 
handicap yourself in the game of Hfe, when "How to 
Save Money" is readj% waiting to direct you along the 
right road to big succes.s — to give you the knowledge 
and the confidence that knowing how to save inspires. 
Don't delay — send your dollar now (send money order 
or stamps) and we'll send you this handsomely bound 
287-page book at once, postpaid. Send $1 .00 now— today. 

Baltimore and Ohio Employes 

Camdea Station 

Baltimore, Md. 

Please mention our magazine vjhen minting advertisers 





Texaco Illuminating Oils Texaco Auto Gasoline 

Texaco Motor Oils and Greases 

Texaco Lubricating Oils for all Purposes 
Texaco Machine Oils Texaco Engine Oils 

Texaco Greases Texaco Fuel Oil 

Texaco Asphalts Texaco Railroad Lubricants 

For Roofing. Waterproofing, Paving, Saturating. 
Insulating, Mastic, and for all other purposes 




Boston St. Louis New Orleans Pueblo 
Philadelphia Norfolk Dallas Tulsa 
Chicago Atlanta El Paso ' 


The Real Estate Educator 


A book for hustling Real Estate "Boost- 
ers," Promoters, Town Builders, and every- 
one who owns, sells, rents or leases real 
estate of any kind. 

Containing inside information not generally known, 
"Don'ts in Real Estate." "Pointets." Specific Legal 
Forms, For Sale, Exchange, Building and Surety- 
ship Contracts, Bonds, Mortgages, Powers of At- 
torney. Leases. Landlords' Agreements, Notice to 
Quit, Deeds, Chattel Mortgages, etc. It gives, in 
the most condensed form, the essential Knowledge 
of the Real Estate Business. 

Apart from the agent, operator or contractor, there 
is much to be found in its contents that will prove 
of great value to all who wish to be posted on 
Valuation. Contracts, Mortgages, Leases, Evictions, 
etc. The cost might be saved five hundred time* 
over in one transaction. 

Cloth. 256 Pages. Price $1.00 Postpaid 
Biltimore and W\t Employes W>gaiiDej^altimore^_jd^ 

Do Business by Mail 

Start with accurate lists of names we fumish— 
bfdld eolidlj. Choose from the following or ao9 
ethers desired. 

Apron Mfrs. Wealthy Men 

Cheese Box Mfrs. Ice Mfrs. 

Shoe Retailers Doctors 

Tin Can Mfrs. Axle Grease Mfrs. 

Druggists Railroad Emplojee* 

Auto On-ners Contractors 

Our complete book ot mailing statistics 
OO 7000 classes of prospective customers free. 

Row-Otold, MS-T OliTt St., St Louis. 


^ Mdiling 

S'i'. Louis 

Trainc' r--^ 
Manager \ 

Train By Mail 

For a BiU. Traffic Position 

Recently enactoci railroad rate laws and Interstate Com- 
merce regulations have literally created thousands of positions 
for men with expert knowledge of traffic science and Interstate 
Commerce laws. The LaSalle Extension University in forseeinn 
the splendid opportunities to train men for important traffic 
positions by home study without loss of time or interference 
with their regular duties, has spent over $100,000 in orpanizinjf 
expert traffic knowledge, instruction material and text books. 
Our training is endorsed and recognized by heads of leading 
railroads and big concerns as having establit-hed the standard of 
efficiency in industrial and railway traffic work. Until prepar- 
ation of the LaSalle course and service in traffic management no 
carefully worked out plan of instruction could be had at any 
price. It simply did not exist. Traffic men formerly qualified 
by long years of experience onlv. 


Earn from 

$35 to $100 a Week 

Some earn as high as SIO.OOO a year. The soitnce of routing 
shipments, obtaining the shortest mileage, securing the quickest 
delivery, obtaining proper classifications and lowest rate.-? on all 
classes of manufacture<i goo<ls are no longer complicated or 
difficult subjects to master. If you have the ability to read and 
write intelligently, you can begin training at once for one of 
these big paying traffic positions, and you can do it without 
leaving home or giving up your present position. 

We Have Hundretis of Letters Uke These 

fic M.anaei'r. IliiTkrinbotham-Bailey- 
Lotfan Co. , Dallas, Tt-xas. ' ' 

"OurTraffir Manairer, one of your 
students saved us $1,9:{6 which en- 
abled U3 to secure a contract fur 
over one million bricks. A. F. 
DEMl'.-^TER. M»rr.. The Face and 
Fire Brick Co.. Beaver Falls. I'a." 

Another student. Alexander Den- 

"I unhesitatinjrly roi-ommend the 
course to .-inyone deainu.s ( f ob- 
taining a thorough knowledire of 
transportation business either from 
the railroad, commtrcini or lefral 
standpoint. H. J. STEEPLE, Gen- 
eral Agent, Erie Ry. " 

"I believe as much (rood can be 
obtained from this course by young 
men employed by commercial inter- 
ests as by younsr men in railroad 
work today. N. D. CM AITN, Chief 
of Tariff Bureau, New York Central 

"I am positive I could not have 
secured my position had it n<it been 
for the training reroiv -d from the 
LaSalle course. SETH TATE. Traf- 

corporation. after effectinn a sinKle 
freight saving of $3,988 for his con- 
cern, wites: 

"1 have only started to reap the 
benefit of my studies. I have never 
derived so much practical advant- 
age from an equal expenditure uf 
time and money." 

Send Coupon 


Traffic Book 

Don't put this matter otT a single minute. Sen.! now forbig 
illustrated trafficbookgiving full particulars regarding ourcourse 
of instruction by mail, opportunities open, salaries paid. etc. 
There is no obligation on your part. Book and all information 
sent free. Act promptly. Special Re<luced Kiite Scholarships 
and small monthly payment plan open to those enrolling NOW. 

Dept, e38'C Chicaao, III, I 

The World's Greatest Elxtciis!on Lniversity j 

Send YRKF. proof about opportunities now open to Traffic I 
Kxperts with LaSalle University training. It id understood i 
tliat 1 am not obligating: myself in any way. 



Please mention our magazine when writiny advertisers 


Volume 4 


Number 2 


The Thompson Challenge Cup 6 

The Use and Abuse of Passes 7 

Vacations — Good and Bad 9 

Roy G. Clark, oftChicago, Wins First Monthly Prize in Story Contest. 10 

Kitty Kelley (The Winning Story) Roy G. Clark 11 

Clark, a Self- Accused Minus Quantity. Now Ten Dollars Plus 15 

Increased Cost of Supplies Can be Met Only by Increased Economy 

and Efficiency in Use 17 

Relief Department Helps Solve Problem Which Every Employe 

Must Face 10 

Stephen P. Kretzer— Obituary 2.5 

Batter Up! E. M. Parlett. M. D. 24 

Railroads Furnish Great Material for "Movie" Scene 

and Story Dixon Van Valkenbcrg 2S 

Freight Loss and Damage 28 


ro.nding Encompassed by a Single Life 



Remarkable Development of Ra 

Shortage of Paper Material 

Welfare Work John T. Broderick 

Baltimore and Ohio Wins Grand Prize at Third National Exposition of 

Safety and Sanitation 

Woman's Department- 
Summer Fashions .'' 

Home Dressmaker's Corner ■ 42 

The Needleworker's Corner 44 

Annual Convention of Baltimore and Ohio Association of Railway Surgeons 45 

Editorial 46 

The Observer 49 

Concluding Addresses of 1915 Deer Park Operating Meeting 51 

Second Season of Baltimore and Ohio Glee Club Ends With Splendid 

Concert 61 

Gratifying Results of Fuel Meetings on Toledo Division 65 

Special Merit 69 

Among Ourselves 73 

Exhausts 110 

Published monthly at Baltimore, Maryland, by the employes of the 
Baltimore and Ohio Railroad to promote community of interest ^nd 
greater efficiency. Contributions are welcomed from all employes. 
Manuscripts and photographs will be returned upon request 
Please write on one side of sheet only 


Have You 

Ever Looked 

at it 

This Way? 

IF YOU were told that several thousand 
of your fellow-workmen had formed 
an association to receive the savings 
of the thrifty, and to loan the money 
thus accumulated to those who want 
to build homes or to pay off debts that are 
liens on property already owned, you would 
probably be among the first to insist upon 
your right to participate. 

Now, why would you be so eager to join 

FIRST — Because you would immedi- 
ately see that your savings would pro- 
duce a greater income than is ordi- 
narily paid by Savings Banks, and 
because you would share in the profits 
derived from investments in loans to 
the borrowers, in addition to the 
guaranteed interest. 
SECOND— You would be able to borrow 
money upon the security of real estate, 
from a fund made up of the savings of 
yourself and your mates, offering 
facilities such as no ordinary loan 
association can approach. 
This is exactly the sort of association you already have at your command in the SAVINGS 

It is a fund made up of the deposits of the employes, upon which interest of four per 
cent, per annum is guaranteed. The accumulated savings of such employes are 
invested in loans to other employes at six per cent, per aimum, and the income upon the money 
thus invested is distributed among the depositors in the form of annual dividends which 
have never been less than one per cent., and therefore the income upon deposits 
is always five per cent, or more. 

The principal advantages to a borrower from this fund are : 

1 — Interest is calculated on the actual balance due after each monthly 
payment; many building and loaning associations require a bor- 
rower to take out shares, and interest is calculated on the full 
amount of a share until that share is entirely paid up. 
2— Fines are imposed by building associations for failure to meet the 
required payments, but this is not the case with loans made by the 
Savings Feature. If a borrower is ill or temporarily out of work, 
or his earnings are reduced by short time, he is excused from pay- 
ments for a reasonable period where the security of the loan is 
ample, and no penalties are imposed upon him. 
3 — The protection afforded by the additional life insurance in the 
Relief Feature. 
We are confident that you have not looked at the matter in this way before, and urge you 
to communicate with us for more detailed information. 

Write direct to S. R. Barr, Superintendent Relief Department, Baltimore and Ohio Build- 
ing, Baltimore, Md., or get in touch with any Medical Examiner, or any of the following 
Building Inspectors: 

D. J. SHIVERS, Baltimore, Md. A. E. FRUSH, Chicago Junction, Ohio. 

W. L. SHAFFER, Grafton, W. Va. W. L. ROBERTSON, Cincinnati, Ohio. 

The department owns properties, which may be purchased on easy 
terms, at the following points: 

Baltimore, Md. 
Brunswick, Md. 
Butler, Pa. 

Chicago Junction, Ohio 
Chillicothe, Ohio 
Connellsville, Pa. 
Cumberland, Md. 

Fairmont, W. Va. 

Flora, 111. 

Garrett, Ind. 

Garrett, Pa. 

Glenwood (Pittsburgh), Pa. 

Grafton, W. Va. 

Lorain, Ohio 
McMechen, W. Va. 
Midland City, Ohio 
Parkersburg, W. Va. 
Sandy Hook, Md. 
Washington, Ind. 
Zanesville, Ohio 

Please menlion our mnqnzine irhon writing (idrcrtiscrs 

i i 

I I 

S I 

i i 

I I 

I I 

° 5 

I I 

i s 

i g 


The Thompson Challenge Cup 

is in silver of most appropriate and graceful design and, with 

base, stands 12; inches high 

*" * : 

+, .. .,.,«♦ 

The Use and Abuse of Passes 

TiHE pass privilege on our railroad 
is of vital interest to everyone of 
^^M us. It is, in fact, a subject of 
^^^ ^ such large proportions that its 
nature and the way in which it is handled 
are often misunderstood or not appre- 
ciated by its beneficiaries. 

It is probably well known that there 
are certain restrictions imposed by the 
Interstate Commerce Commission on the 
issuing of passes. These restrictions 
were the outgrowth of what the Com- 
mission considered abuses, which had 
gradually grown up and which were 
largely caused by the intense competi- 
tion between railroads in securing busi- 
ness and the consequent inducements 
offered in the way of passes as favors to 
shippers. But, beyond the restrictions 
imposed by the Commission, each rail- 
road has a policy of its own on the pass 
question, and if it is not generally under- 
stood by our employes it may be stated 
here without equivocation that the Balti- 
more and Ohio has the reputation of 
being one of the most hberal, if not the 
most liberal railroad in the country in 
the giving of passes to its employes. 
And it may be further stated that what- 
ever restrictions on the issuing of passes 
obtain in our various departments are 
the direct outgrowth of the abuse of the 
pass privilege by employes. 

Most of us know that the railroad is 
not obliged to give its employes passes. 
The Interstate Commerce Commission 
imposes no dut}' on any railroad in this 
respect. But it is now, and has been, 
the pohcy of the Baltimore and Ohio to 
be as liberal as possible in issuing passes 
to its employes. There are a number of 
reasons why the railroad should take 
this advanced and considerate attitude. 

Aside from the fact that many employes 
of the railroad consider the pass privilege 
a natural perquisite of their positions 
(and this is only what might be expected) , 
the Baltimore and Ohio believes in ex- 
tending whatever privilege for recrea- 
tion, travel and education it can, to 
worthy employes. Since the writer has 
been on the Baltimore and Ohio he has 
had a number of instances come under 
his observation where employes have 
spent a part or all of their regular vaca- 
tions in travelling on passes over our 
System and in visiting important points, 
particularly those, of course, which have 
a more or less direct bearing on their 
work. One 3'oung man in fact, who un- 
fortunately is not now with our railroad, 
spent practically every week-end in going 
from Baltimore to various nearby impor- 
tant and interesting points, where he 
could absorb information of value to him 
in his work. This is highly commend- 
able, since it broadens the emj)loye and 
better fits him for the handling of his 
work, with natural resultant benefit to 
the Company. 

Furthermore, the Baltimore and Ohio, 
with fine consideration for its employes, 
wants them to understand tliat it is a 
pleasure to the Company to have its 
emploj^es take trips over our own and 
other systems and lines with which we 
have reciprocity on passes. To readers 
of the Employes Magazine it is no news 
to say that our brakemen, yardmen, 
clerks and others in positions of similai- 
or greater or less importance travel all 
over the United States at a minimum of 
expense because of having the pass 
privilege. It is the wish of the Balti- 
more and Ohio that they do this, since it 
is felt that it fits them l)etter for their 


work by binkling up their health and 
by increasing their store of g;eneral 

Unfortunately, however, the pass privi- 
lege has been and is abused by some 
thoughtless, ill-mannered and unapprecia- 
tive employes. There are always those 
who seem to have a special aptitude for 
"killing the goose who lays the golden 

The writer is glad that he has never 
been a witness to discourtesy on the part 
of our employes to conductors who take 
up our passes, or to other trainmen. 
The employes in our operating service 
are almost uniformly courteous to our 
passengers, whether travelling on regu- 
larly purchased tickets or on passes, and 
it is exceedingly unfortunate that in- 
stances have occuri-ed in which recip- 
rocal courtesy havS not been shown by 
emplo^^es posscvssing passes to the men 
who have charge of our trains. 

No one of us will dissent from the 
statement that we aj)preciate heartily the 
pass privilege given us l)y our Company, 
and that it has been and is the means of 
our learning a good deal and having many 
enjoyable trips. And if the privilege of 
using passes is to be continued to the 

same extent that it has in the past, is it 
not incumbent on each one of us so to 
conduct ourselves when on trains that 
the Company will be encouraged to 
believe that the pass privilege is appre- 
ciated and that we are desirous of being 
well-mannered when on trains, and con- 
stantly looking out foi- the interest of 
our road. 

Such habits as that of occupying more 
than one seat to the exclusion of other 
passengers, or of putting feet up on the 
opposite side and soiling and destroying 
the railroad's property thereby or of not 
i-emembering the many little thoughtless 
and inconsiderate things which are apt to 
hurt our service, and to give the wrong 
impression to the patrons of the road; all 
of these improprieties should be stopped 
b}' us as individuals. And it is not going 
too far to say that each one of us should 
constitute himself or herself a committee 
of one to see that the pass privilege is not 
abused, that employes riding on passes 
are unusually considerate of the comfort 
of our pay passengers and that they 
show that they appreciate to the full 
the great privilege and opportunity ex- 
tended to them by the Company in 
granting free transportation. 


The first item in the cominonsense creed is Obedience. Do your work with a whole 
heart ! Revolt is sometimes necessary, but the man who mixes revolt and obedience is 
doomed to disappoint himself and everybody with whom he has dealings. To flavor 
work with protest is to fail absolutely. When you revolt, why revolt- climb, get out, 
hike, defy- -tell everybody and everything to go to limbo! That disposes of the case. 
You thus separate yourself entirely from those you have served- no one misunderstands 
you — you have declared yourself. But to pretend to obey, and yet carry in your heart 
the spirit of revolt, is to do half-hearted and slipshod work. If revolt and obedience 
are equal, your engine will stop on the center and you benefit nobody, not even yourself. 
The Spirit of Obedience is the controlling impulse of the receptive mind and the hos- 
pitable heart. There are boats that mind the helm and boats that don't. Those that 
don't, get holes knocked in them sooner or later. To keep ofif the rocks, obey the rudder. 
Obedience is not to slavishly obey this man or that, but it is that cheerful mental con- 
dition which responds to the necessity of the case, and does the thing. Obedience 
to the institution — loyalty! The man who has not learned to obey has trouble ahead of 
him every step of the way — the world has it in for him because he has it in for the world. 
The man who does not know how to receive orders is not fit to issue them. But he who 
knows how to execute orders is preparing the way to give them, and better still — to have 
them obeyed. — Fra Elhertus. 

Vacations — Good and Bad 

THE vacation season is now with 
us. The question 'Svhen are you 
going to take yours" has been 
settled in most of our offices. 
Trips have been planned, requests for 
imsses have been put in and approved, 
and thousands of Baltimore and Ohio 
(Mnployes are looking forward to the big 
first day. 

Unfortunately it is a more or less com- 
mon trait with American people to abuse 
vacation periods. Either we plan aheaci 
to do much more than we comfortably 
can or, when we get into the rush of the 
vacation time, we get into that "go-go- 
go spirit" and, instead of a period of 
healthful recreation, vacation l)ecomes 
one of absolute ])hysical and mental 

This is totally contrary to the true 
vacation idea, which is to afford so de- 
lightful a change and so complete a rest 
of mind and boay as to prepare us for 
the better handling of our work when 
\'acation is over. 

It is only the unusual man who can 
stay at home during his vacation and g(^t 
the proper sort of recreation. There 
may be a few among us — the fellow who 
enjoys fighting mosquitoes and weeds 
l)efore breakfast in his garden or the 
chap who has just won that adorable 
wife and is putting the finishing touches 
on the new home, for example — who 
don't need a change of environment. 
But to ninety odd of us out of ever\' 
hundred ''go west or east or north oi- 
south" is a compelling call and we should 
hcHxl it. ]\Teet new people, s(h» lunv 

things, get out of your rut, broaden your 
horizon. The Company will try to helj) 
you with transportation. 

To the man whose duty it is to travel 
extensively on business over the railroad, 
we recommend a couple of weeks' fishing 
and loafing in the mountains or at the 
seashore. Don't despise the ancient and 
honorable art of angling, even if you ai-e 
not an expert. Fishing isn't all m catcli- 
ing fish. Its best compensation comes 
wdth the air of the great out-of-doors and 
with reverent connnunion with nature 
and her soothing solitude. 

To the much larger nunil)er of our 
people who ai-e not well acciuainted with 
the System, we suggest a ivw days s|)ent 
in visiting the principal points of interest 
on our lines and becoming famiHar with 
the enormous ramifications of the rail- 
road. Then a few days sp( nt at some 
healthful resort — why not BcM-kelev 
Springs or Deer Park or Harper's Vvvvy 
for those of us in the east, and othei- 
similar quiet and healthful i)laces con- 
venient to those at other points on the 

But wherever we go or whatev(>i- \vc 
do, if we make our vacations peiioiU of 
hustle and rush and worry, wv are not 
only opposing the true vacation spirit 
and thus acting without considcMation for 
the kindness of the C()m|)any in volun- 
tarily giving us the holiday, but we are 
also unfair to ourseh'es. X'acations 
should build us up, physically. UKMitally 
and morally. We will find that this i< 
the greatest satisfaction when our holi- 
(lav is ov(M-. 

Roy G. Clark, of Chicago, Wins First 
Monthly Prize in Story Contest 


g I ^ I ^HE winner of the first monthly prize in the Short Story Contest is | 

I X Roy G. Clark, distribution clerk in the district engineer's office, and i 

f MAGAZINE correspondent, Chicago Terminal. His story, "Kitty Kelley," | 

! is published in this issue of the MAGAZINE. I 

i . . i 

I The winner of the prize for the second month will be announced, and the | 

I winning story will be published, in the July issue. i 

I . . ! 

I Perhaps you would like to enter a story in the contest, but do not know | 

I what to write about. The following editorial, from Collier\s Weekly, is | 

i suggestive: | 

f Romance is Ever Young j 

i The most recent mysteries of science are the ones that receive most attention. | 

I The air is full of talk nowadays about the thrilling wonders of wireless telegraphy | 

I and aviation and subterranean transportation and submarine navigation. And I 

I very rightly, for these are marvels. But, for that matter, so are some of the things i 

I which we have gradually grown so used to that we never see them at all. There is | 

I the railroad. Plenty of romantic mystery is to be found in the railroad yard of a f 

I great terminal. It is, first of all, a network of steel pathways which seem un- f 

I threadable. Trains come and go by devious ways, semaphore arms rise or fall in | 

I that one rectangular gesture of theirs. The Providence that shapes the ends of | 

I all this takes the form of men tugging at some very prosaic-looking levers in switch | 

I towers. To get still another effect, look at the yard by night, when great Limiteds | 

j come surging through the dark, when the only guides are set pieces of multicolored | 

i switch and signal lamps. The cars of night freights being made up trundle about. | 

I And the yard never sleeps. In its way it is as full of life as the jungle. Every | 

I locomotive is a dragon harnessed to man's service. The marvels of science are all j 

I about us, and the ones we have grown used to are just as remarkable as those of | 

i to-day and to-morrow. ' | 

I i 

j Who should know more of the romance of railroading, or be better able to I 

I write stories of railroad life, than the man whose life work is to follow the f , 

! " Iron Trail." But you need not confine yourself to railroad stories — a good | , 

f story on any topic will be welcome. f 

I Who ever heard, for instance, of a ghost story with a practical application | 

I to railroad life? We never did until a couple of weeks ago when a wide-awake | i 

I employe, who saw the possibilities of it, got his wits together and entered his j 

I imaginative tale in the story contest. It's a good one too — as you will agree | 

I when you see it in print. i ' 

B I 

j Put your thinking cap on. The prize is worth winning and — well isn't j 

I " just winning" a big reward in itself ? The conditions of the Prize Story | 

j Contest were printed in full on page 10 of the March issue of the MAGAZINE. j 

i i 

i I 

I I i 

^, „ m ■_— «• n m, n m n^—m ■ M ■■ ■« •" M^-ni u— «■ n— ■■ ■■ ■■— ■■ m i ■n w itj. 

Kitty Kelley 

By Roy G. Clark 

Distribution Clerk, District Engineer's Office 
Chicago Terminal 


Tl HERE were about twenty or 
I thirty of us in the conductors' 
rest room at the Grand Central. 
Someone brought up the subject 
of romance in railroading, and it went 
the rounds. Nearly everyone said there 
was no romance in railroading today; it 
was just a dull routine of hard work. It 
was then that Bill Smith, the oldest 
conductor on the Division, who has 
service stripes reaching nearly to his 
elbow, laid down his old black pipe and 
cleared his throat in that peculiar manner 
of his that means that he is going to say 
something worth while. 

*'So all you boys think there is no 
romance left in railroading, do you? 
Well, I don't know; maybe there ain't, 
and then again maybe there is. I don't 
know w^hether you'd call it romance or 
not, but only last month I had a hand in 
something that would put most of your 
magazine stories in the shade. Want to 
hear it?" 

We affirmed that we did, for we knew 
Bill's stories of old. He seemed to have a 
faculty of finding the most amazing 
adventures on a commonplace railroad 
train, and he knew how to tell about 
them. So we all settled down for a 
half hour of enjoyment. 

''Most of you boys know old man 
Kelley down at the Junction," he began, 
''and I guess most of you knew his 
daughter, Kitty. She was a mighty 
pert looking girl, inclined to be a little 
skittish and flirt}^ but nothing really 
wrong. She was so full of the joy of 
living, and she was so pretty and knew it 

so well, that she just couldn't keep from 
smiling at every fellow she met, just to 
see what he'd do about it. And, of 
course, that kind of girl always happens 
to have a father who tries to keep her 
under lock and key — exactly the wrong 
thing to do with her. Old Kelley 
wouldn't let her out of the house after 
dark, and he'd never let a fellow get 
within forty rods of his place. Said they 
weren't good enough for her, though the 
Lord knows what he'd have done if his 
father-in-law had said the same thing 
about Kitty's mothei'. 

"Kitty took music lessons at Defiance, 
and she used to ride with me a lot. I 
often talked with her, and I decided she 
was all right, even though she did make 
eyes at every brakeman I had. So I wiis 
mighty glad when I noticed that Jimmy 
Sheean, the agent there, was always 
saying good-bye to her when she got on 
the train to come home. I decided that 
things must be getting pretty thick with 
them, and I was glad to see her take up 
with Jimmy, for a cleaner, ])righter lad 
there never was. And he's a comer, too, 
with a station like Defiance at his age. 
I thought that everything was going fine, 
provided old man Kelley could see the 
light as he ought to. 

''Imagine my surprise, tlicMi, when I saw 
Kitty get on No. 7 a couple of wwks' 
later with a fellow who'd been play- 
•ing the piano at the Lyric. Archibald 
De Lance}', he called himself, although 
I'll bet it wasn't his real name. I'd 
heard a lot about him — nothing good 
— and I didn't like his looks. You know 




tho kind— spoi'ty suit, loud shoos and tie, 
and a ('ig;arette always hanging out of 
tho corner of his mouth. The wife had 
told me that Kitty was hanging around 
the Lyric pretty regular, sitting down in 
the front row beside the piano, but Td 
never thought much about it. So seeing 
her get on the train with him kind of hit 
me between the eyes, you can bet. 

''Well, they went back in the observa- 
tion car and got a couple of chairs off in 
the corner, which didn't look good to me. 
When I came through for the tickets, 
Kitty had a sheepish look on her face, 
and she couldn't see me at all; but I 
could tell that the kid was half scared to 
death, although she was putting up a 
great blufif. I was pretty sure they 
hadn't got married before they left, for 
I knew there wasn't a minister in the 
town who would dare to perform the 
ceremony without old Kelley's consent, 
w^hich I knew De Lancey couldn't get. 
I figured out that he'd promised to marry 
her as soon as they got to Chicago, or 
else she wouldn't have gone with him. 
And I was pretty sure he wouldn't do it 
either — he wasn't the marrying kind. 
I didn't like to wire Kelley, for I knew 
he'd raise Hail Columbia and make such 
a scandal that Kitty would never dare 
show her face in the streets again. You 
know how these small towns are. So I 
decided to await developments, and to 
keep a close watch to see that they didn't 
get off anywhere on the line. I walked 
l)y them three or four times that after- 
noon, and I didn't like the looks of things 
at all. Kitty wouldn't look at me, and 
I knew she'd never act like that if every- 
thing w^as open and above-board. 

'* W^hen we arrived at Chicago, De Lancey 
and Kitty got off first of all and hurried 
to a taxi in the carriage court. Right 
then 1 decided it was up to old Bill to 
follow, so I jumped into another cab, not 
waiting to check in or anything, and told 
my driver to follow them. If De Lancey 
was on the square and was going to marry 
the girl I couldn't say anything, for she 
was of age, but I was going to make suie. 
Well, we followed them over to Wal)ash 
Avenue, and when I saw them turn south 
I knew that I had been right about him. 
They stopped at a dingy hotel near 

Eighteenth Strcvt, both got out, and thr 
taxi drove away. For a minute I thought 
I had l)een wrong al)()ut Kitty, l)ut I 
saw that they were arguing about sonic- 
thing there on the walk, in front of the 
hotel. She kept pulling back, and he 
kept trying to get her to go in. Kitt\ 
didn't know much about Chicago, but 
the greenest girl in the world could liav( 
seen what kind of a hotel that wa^. 
Finally De Lancey got mad, jumped on a 
passing street car, and left her there 
alone. The poor kid just about crumpled 

"This was the cue for your Uncle Dudley 
to make his appearance, so I got out of 
my taxi and went up to her. Say, the 
way she looked at me you'd have thought 
I w^as an angel. But she was a nervy 
little thing, and she held up fine until we 
got back into the cab. Then she broke 
down, crying with her head on my shoul- 
der, and say, boys, Fve never had a 
daughter, but if I did, Fd like to have hei- 
cry on my shoulder just like Kitty 
Kelley did. When she calmed down, she 
told me her story, which was just al)out 
the way Fd figured it out. She'd fallen 
for his fancy manners and talk, and she 
never suspected a thing until they got 
to that hotel. She admitted she was 
sort of ashamed of running away and 
getting married, but thought it would 
be all right after people knew it. She 
thought she had really been in lov(^ with 
him, and, as you can believe, the awaken- 
ing hit her pretty hard. 

''All the- time she was telling me this, 
I was thinking rapidly. I knew she 
couldn't go back to the Junction without 
some good explanation, for a lot of fellows 
had seen her get on the train with De 
Lancey, and they'd both had travelling 
bags, I knew that by this time prob- 
ably the whole town knew of it, and I 
hated to think of what old Kelley would 
do. Then, like an inspiration, I thought 
of Jimmy Sheean, down at Defiance. 
So I casually asked her about him, and 
right away I had her crying again. It 
seems that she and Jinnny hatl had a 
little misunderstanding over this same 
fellow, De Lancey, and she had started 
going with De Lancey just to show 
Jinnnv what was what. She said she 



now saw what a fine fellow Jimmy w^as, 
and she began to see what she'd missed 
by throwing him over. Finally she 
ended up by saying she guessed she loved 
him yet, and never had I'eally loved this 
Archibald fellow. I asked her if she'd 
marry Jimmy, and she said she'd do it 
tomorrow if he'd have her. 

"My plan was laid out by this time, so 
we hiked back to the Grand Central and 
I w^red Jimmy that Kitty was visiting 
me here, and that we wanted him to come 
to Chicago on No. 15 in the morning. 
If I knew the lad at all, I was sure that 
he'd be there right on the dot. Then 
I sent a wire to old Kelley at .the 
Junction, saying that I'd brought Kitty 
in to see my sister, who had visited at 
his house. I told him that we'd meet 
him tomorrow on the arrival of No. 
5, and although I knew he'd be wonder- 
ing what it was all about, I thought 
he had enough confidence in me to 
know it was all right. I took Kitty 
up to the sister's house then, and they 
went upstairs and had a long talk to- 
gether. I guess sister told her a few 
little truths, for it was a subdued Kitty 
that came down after a while. Before 
going to bed I made arrangements with a 
minister to tie the knot at half-past 
eight the next morning. You see, I was 
banking pretty strong on Jimmy. 

"Well, in the morning we all went down 
to the station and met No. 15. The first 
fellow off was Jimmy; he took one look 
at her and never saw the rest of us. I'm 
no novelist, so I can't describe that 
meeting, but I tell you it was mighty 
satisfactory to all concerned. My sister 
and I sort of looked the other way while 
Kitty told him all about it — the hotel and 
everything. I had wanted to talk to 
him first, leaving out a few details, but 
she would have none of it. She said 

she wanted to start with a clean slate, 
and right then I knew that this marriage 
was going to be a happy one. In a 
couple of minutes Jimmy came over to 
me and shook my hand so hard it hurt, 
and I knew that he'd understood it all 
like any Sheean would. So we went over 
to the minister's and the knot was tied, 
with those kids acting like it was all a 
heavenly dream. 

"Old Kelley came in on No. 5 an 
hour later, and when we broke the news 
that Kitty and Jimmy were married, 
he almost had a stroke. He said he'd 
heard she had run away with some fellow 
yesterday afternoon, but he never thought 
Jimmy would do anything like that. 
Jimmy came to the front with a grand 
story about this fellow De Lancey being 
his cousin, for he knew Kelley would 
find out it was he sooner or later, and 
how De Lancey had taken her as far as 
Defiance and then turned her over to 
him. The old man swallowed it like 
bait, and finally seeing it was no use to 
cry over spilled milk, began to get real 
human, for he had always liked Jimmy on 
the sly. It ended up with his taking us 
all over to the La Salle for a fine wedding 

"Jimmy and his wife have a cozy little 
home now, in Defiance, and everytime I 
go through there she's down to meet her 
'guardian,' as. she calls me. And, by the 
way, if I ever hear of any of you boys 
saying a single word about this anywhere 
I'll keep my stories to myself the next 

"No, there may not be any more 
romance in railroading, but someway or 
other I seem to find enough doing to keep 
me moving. One of you fellows got a 

Clark, a Self -Accused Minus Quantity, Now 

Ten Dollars Plus 

Prize Winner Gives Humorous Sketch 
of Himself for Magazine 


lOY G. CLAKK, winner of the first 
monthly prize in the short story 
competition, sketched the follow- 

' ing outUne of his career, so he 

has no one but himself to blame: 
"Dear Mr. Editor: 

"1 have always had an aversion to 
'having my picture took,' as my expe- 
rience has been 
that they don't 
make 'em 
strong enough 
to take me — 
hence, I had 
no good photo- 
graph of my- 
self. However, 
I had myself 
'took' in a 
cent picture 
gallery on State 
Street today, 
and the result 
is enclosed. 

"As for my 
' career, ' it is 
mostly a mi- 
nus quantity so 
far, but T give 
below the 
salient points 
in my unevent- 
ful existence: 

"I was born 
in West Chi- 
cago, Illinois, 
on [April 4, 
1892. At an 
early age, 
e \n n c e d m v 


precocity by being able to distinguish 
between the 'eats' and the * non-eats. ' 
Graduated from West Chicago High 
School in 1908 and went to Beloit 
College, Beloit, Wisconsin, until 1911. 
My service record with the Baltimore 
and Ohio is viz: From June, 1909, to 
September, 1910, a pass clerk in the 
superintendent's office, Chicago. (Then 

returned to 
college.) From 

1911, until 
May, 1912, file 
clerk in the 
general super- 
office, Chicago; 
from May, 

1912, until Feb- 
ruary, 1913, 
file clerk in the 
district engi- 
neer's office of 
the Chicago 
Terminal, Chi- 
c a g o ; from 
February, 1913, 
to date, distri- 
bution clerk in 
the same office. 

'T have never 
been arrested, 
but have had 
some close 
shaves. My 
])iincipal recn*- 
ations are eat- 
ing and looking 
for eats. My 
favorite humor- 
ous writ(M- is 



William Jennings Bryan. I am American , 
with Irish consent. I am married, and 
I can't tell a lie — my wife is boss. 

'*! trust that this information will be 
sufhcient for your purpose, and that the 
enclosed photograph will not be too great 
a shock to your nervous system. It is 
bad, ril admit, but you ought to see the 

All of w^hich is fine and funny. But 
Mr. Clark does not do himself justice. 
He is a real live one, as any of his friends 
in Chicago or any employe who reads his 
interesting divisional notes in the Maga- 
zine, will attest. He knows how to pick 
subjects of genei-al importance and he 
handles them in a gifted and forceful way. 
He remembers the individual yet sub- 
ordinates him to subjects of more general 
interest. Further, though it is usually 
the privilege (and practice) of the 
genius (and the piize winner has shown 
some healthy manifestations of this rare 
type) to l^e slovenly and careless in his 
woi'k, we must take our hats oif to the 

n;anner in which he submits his contri- 
butions. Quite evidently be believes 
that in order to do his part toward pei- 
fect team work, sometimes he must go 
over into the other fellow's field and pull 
down a hot one. 

The splendid obituary in the May issue 
on Jesse Billings Barton, late general 
attorney of the Chicago Terminal Rail- 
road Company, is a good example of Mr. 
Clark's writing. Again, we understand 
that the infant Chicago Terminal Ath- 
letic Association insisted on his doing- 
its publicity work and so made him their 
scribe. This is at least one of the reasons 
why this association has got the jump on 
most of the others on the System. 

We hope that Mr. Clark will become a 
power on the Baltimore and Ohio. We 
need hve ones like him. But if McCor- 
mick of the Chicago Tribune or Keeler 
of the Herald see any samples of his 
writing, the literar}- world will benefit at 
the expense of the railroads. Look out 
— Chicago! 



A Bucket of Lime, a Pair of Goggles That 
Were Not Worn and — Blindness 







AN EMPLOYE of the motive power department was recently instructed 
to whitewash some shop buildings. In this work it was necessary that he 
use lime, and that the lime be slaked. A barrel was provided for the 
purpose, and the man was instructed to wear goggles wh'le doing the work. 

This employe, however, evidently thought that he knew more about slak- 
ing lime than did his foreman. He did not bother putting on his goggles, and 
instead of using the barrel that had been provided, attempted to slake the lime 
in a bucket. The lime exploded. Result — the employe lost the sight of both 
eyes— he is now totally blind. 

Had the man in question followed instructions and used the barrel provided 
the accident could not have occurred. And even if he had not followed his 
instructions, and slaked the Ime in the bucket, but had taken the ordinary pre- 
caution of wearing goggles, he would, in all probability, have been spared the 
suffering and permanent disability incident to the loss of his eyes. 

This accident again proves that the employe who refuses to take advantage 
of the safeguards provided for his benefit by the Company is playing a losing 
game, and playing it with tremendous odds against him. 






Increased Cost of Supplies Can Be Met 

Only, by Increased Economy and 

Efficiency in Use 

THE condition in the railroad 
supply market is critical. The 
enoi'inous drain on all our manu- 
facturino- resources caused b}' 
the Great War has dei)leted the domestic 
market. Practically all manufacturing; 
plants are being run day and night to 
meet the foreign demands, and also to 
try to satisfy the domestic demand, 
which has been stinmlated so much b}^ the 
general industrial revival. 

One need only look at the daily papers 
to be struck forcibly by the increasing 
costs of every commodity. Labor, raw 
material, manufactured goods, agricul- 
tural products — everything, generally 
speaking, is now at a price level never 
before reached. Our exports are prac- 
tically double what they have ever beeg 
before. Big demands usually make bin 
prices. We are living in a period of 
general price inflation. 

Certain kinds of business have been 
particularly hard hit. The paper manu- 
facturers, publishers and printers have 
practically been cut off from most of 
their raw material. But there is no 
business on which the aggregate of in- 
creased costs weighs so heavily as on 
transportation. The purchasing agents 
and officials of the railroads are wonder- 
ing when the inflation is going to stop. 
And they are all making drastic efforts 
in every conceivable way to reduce or 
neutrahze the heavy price burdens laid 
on our resources. 

E. H. Bankard, our purchasing agent, 
recently wrote us in regard to this serious 
condition and in order that all readers 

may appreciate the gravity of the sit- 
uation we are publishing as follows his 
communication, substantially as it 
reached us: 

^'The attached statement will give you 
some idea of the increase in the cost of 
operations growing out of the increase in 
the prices of various articles. These 
figures are arrived at by taking the dif- 
ference between the price on April 1, 
1916. and the price on April 1, 1915, and 
nuiltiplying it by the quantity invoiced 
during 1915. The increased costs will 
be much greater than shown, because, if 
191 G is as active throughout the year as 
it has been thus far, the work done on 
the road will be much greater, and the 
amount of material needed correspond- 
ingly greater. 

Axles 849,869.00 

Brake beams 20,665.20 

Blue stone 87,069.65 

Boiler tubes and safe ends. . 44,139.04 

Brooms 8,596.76 

Bolts, track 19,031.20 


(Car siding, lininu-, joofing 

and flooring) ()5,298.00 


Composition ingot 235,870.00 

Babbitt No. 5. 60,092.00 

Copper 56,940.00 

Tin, pig 9,520.00 

Iron, pig 23,389.70 

Nuts 30,078.54 





Fuel $45,600.64 

150-deg 14,828.19 

Linseed 5,980.95 

Gasoline : . . 17,771.33 


Manila 4,850.90 

Wire 15,293.83 

Rivets 49,182.59 


Bars, plates and shapes 187,650.00 

Tool (high speed) 29.741.30 

Spikes, track 33,653.70 

Tires 59,019.50 

Tie plates 232,407.00 

White lead (in oil) 6,642.75 

Wheels (rolk^d steel) 26,815.00 

Washers 3,699.00 

Waste 60,729.17 

Total $1,499,424.94 

The bachelor in our lanks probably 
feels the increased cost of living less than 
the inaiTicd man. To the latter, econ- 
omy is certainly not a far cry. Nevei-- 
theless, after the very conservative 
estimate of the increased costs of only 
certain of our railroad commodities, as 
above given, 7io employe can fail to see 
the necessity for increased individual and 
collective effort to handle all our supplies 
economically and efficiently. 

This is the only way we can hope to 
make a good showing. The opinion is 
that prices will continue very high for 
some time to come. In fact it is economic 
history that prices seldom recede to any 
extent from high levels which have been 
reached, but on the contrary are continu- 
ally mounting to new levels. 

Every tool that is misused means the 
loss of so much expensive steel. Every 
nail wasted today means a considerably 

larger loss to the Company than it 
would have a year ago. Every electric 
light which is left burning unnecessarily is 
little short of an economic crime when the 
cost of power is so high. Each reader of 
this article knows his own job and there- 
fore realizes best in what ways he can 
save most. This applies as well to the 
men. in the office as it does to shopmen 
and operating men, although undoubtedly 
larger opportunities for saving are offered 
to the latter employes. 

Why not constitute yourself a com- 
mittee of one on your own individual 
economy? Keep a record of the saving 
you make in the using of supplies. Let 
your supervisor know of a»y valual^k 
scrap which you add to the storekeeper's 
supply. Remind your wasteful fellow- 
worker that he is impoverishing himself 
when, by careless methods and workman- 
ship, he impoverishes the Company for 
which he works. Talk with your side part- 
ner about how j^ou and he can enforce 
some unusual economies. 

Every saving which you make now 
counts more than it ever has before. 
We are said to be the most extravagant 
nation in the world. Other countries are 
exhausting themselves through the de- 
struction of human and material resources 
caused by the War. They will have 
need of every dollar of wealth which we 
can advance to them at the end of the 
conflict. If we are to continue powerful 
we must have the capacity for national 
and individual saving and sacrifice. Are 
you doing your share? 

There are a thousand good reasons why 
you should help the railroad in this 
campaign for economy under the present 
high cost of conducting transportation. 
But the greatest of these is that you want 
to be loyal to your own ideals, and in 
order to be this you must be loyal to and 
watchful of the interests of the Baltimore 
and Ohio. 

Get the E & E* Habit 

Approval of Requisitions Will Then Mean Something 

* Economy and Efficiency 

Relief Department Helps Solve Problem 
Which Every Employe Must Face 

AM in the prime of life. IVIy 
health is perfect, and I have a 
good position. I can maintain 
m3'se]f and my loved ones in 
comfort — ?/ nothing happens to me Ah! 
there's the rub. Suppose disease or acci- 
dent incapacitates me for work, or termi- 
nates in my death. And then, even if I 
escape these misfortunes, advancing age 
will inevitably unfit me ifor work of any 

Such unpleasant and unwelcome 
thoughts come unbidden to every man 
who looks into the future, and unless he 
makes some provision to satisfj" them, 
he is recreant in his duty to himself and 
those who are dependent upon him. 
But, how can we protect ourselves so that 
worr}^ about the future will not unduly 
interfere with our enjoyment of present 

Nearly forty jTars ago The Baltimore 
and Ohio Railroad Company made an 
exhaustive study of this problem as 
affecting its emplo3^es, and was the first 
exponent of what is now universally 
recognized as a sound principle of eco- 
nomics, to wit : that the general efficiency 
of a large force of employes is materialh' 
increased by the promotion of every plan 
which improves their woi'king conditions, 
and relieves them of the worr}- incident 
to losses through disablement, old age 
and death. The inauguration of the 
Relief Department in 1880 was the con- 
crete result of consideration of the prob- 
lem. Its provision for the payment of 
allowances in cases of sickness, injury 
and death, coupled with the encourage- 
ment of thriftiness by its Savings Feature, 
and the payment of allowances to super- 

annuated employes by the Pension Fea- 
ture, has met the situation so well that 
hundreds of similar institutions now 
gratefully acknowledge their indebtedness 
to the pioneer in welfare work for the wage- 
earner — the Relief Depai-tment of The 
Baltimore and Ohio Railroad Compan3\ 

During the last decade the study of 
what is termed social economics has 
engaged the attention of all those who 
are interested in human welfare and 
social betterment, and it is a tribute to 
the foresight and discernment of the 
management of our Company to have 
ou]' R(^lief Department, inaugurated over 
thirtj^'-five years ago, esteemed so highly 
that it serves as the model or prototype 
of nearly all like organizations created 
since that time. 

The Carnegie foundation for the ad- 
vancement of teaching, through a liberal 
endowment l)y Mr. Andrew Carnegie, 
has established a division of educational 
inquiry, among the objects of which is 
''in general to investigate and to report 
upon those educational agencies which 
undertake to deal with the intellectual, 
social and moral ]:)rogress of mankind." 
The Baltimore and Oliio Railroad was 
asked to furnish information concerning 
the activities of its Relief Department. 
After compliance with this request, a 
letter, dated ^lay 8, 1916, was received 
from Henry S. Pritchett, Esq., president 
of the foundation, reading in part as • 
f ol lows : 

"Your relief system is one of the very 
few amongst the railroads of the country 
operated upon sound economic lines, and 
in our general study of these questions 
we were struck with the fact that so 


sound a system should nave been worked The amendment to Regulation No. 6 

up at the time when your plan was first was made to expedite the delivery of the 

formed or when it was reorganized." checks issued by the several features of 

This unstinted praise of our Relief the department. This was effected by 

Department, coming from" such a highly inaugurating a more logical practice, of 

respected source, is very gratif\'ing. We validating the checks by the fac simile 

are justly proud of our achievements as signature of the superintendent, and 

the pioneer organization providing relief countersignature by certain bonded em- 

for the disabled wage-earner. ploj^es of the department. 

The most important changes con- 
Improvements in Regulations listed of the repeal in their entirety of 

Regulations Nos. 52 and 53, and the 
At a meeting of the president and elimination from Regulation No. 17 of 
board of directors of the Comi)any, held the fifth paragraph of the form of appli- 
on April 26, 1916, the recommendations cation for full membership. The changes 
of the operating committee of the Relief have the effect of eliminating from the 
Department for the amendment of Regu- rules and the contract of membership 
lations Nos. 6, 17 and 45, and the repeal every provision which heretofore made 
of Regulations Nos. 52 and 53, received the payment of benefits in accident cases 
final approval, and the changes became contingent upon the execution of a re- 
effective immediately thereafter. lease to the Company. 

Operations of Relief, Savings and Pension Features for March, 1916 

Relief Feature 

Disbursements for Benefits during March, 1916 

1986 payments for accidental injuries $ 34,553.32 

2608 payments for sickness 61,089.58 

8 cases of accidental death 11,000.00 

62 cases of natural death 49,250.00 

2261 payments for surgical expenses 3,843.91 

3 payment for artificial limbs 278.00 

Total S 160,014.81 

The total amount of benefits paid for all purposes, since the inauguration of 

the Relief Feature in 1880, is $21,243,046.73 

Savings Feature 

New accounts opened during March, 19 IG 133 

Amount of deposits during March, 1916 S 171,865.87 

Amoimt withdra\vn during March, 1916 $ 136,427.29 

Amount on deposit at end of March, 1916 . $8,730,735.53 

Total amount received from depositors since inauguration of Savings Feature 

in 1882 $20,312,571.35 

New Loans granted during March, 1916 104 

Amount loaned during March, 1916 $ 83,053.54 

Loans paid off during March, 1916 '^^ 

Number of borrowers of record at close of March 6,103 

Amount of outstanding loans at close of March _ $ 5,352,503.39 

Total amount loaned to borrowers since inauguration of Savings Feature in 1882. . . . $17,218,324.98 

Pension Feature 

Number of pensioners on roll at end of February 1,059 

Number of persons placed on roll during March 7 

Number of pensioners who died during March 8 

Number of pensioners on roll at end of March 1,058 

Amount of pensions paid during month of March $ ^25,118.60 

Amount of pensions paid since inauguration of Pension Feature in 1884 $ 2,706,279.56 

Number of persons placed on the rolls since inauguration of Pension Feature in 1884 . . 2,290 



Tlio ainondinont to Regulation No. 4.') 
])iovides that successive disal^ilities by 
sickness shall be counted together as one 
period in computing the fifty-two weeks 
for which a member shall be entitled to 
l)enefits at full rates, if the disai)lements 
are due to a continuance of the same 
disease; but after the member has been 
continuously engaged in the performance 
of duty for twenty-six weeks after re- 
covery from the original disability, he 
will again be entitled to benefits at full 
rates when disabled by the same disease. 

Assistant Superintendent Kennedy 

Stimulating Interest Along 

the Line 

William M. Kennedy, assistant super- 
intendent in charge of the work 
of the Savings Feature, is inaugurat- 
ing a campaign of education in the 
interest of the 
savings and 
loan facilities 
offered by the 
a n d is no w 
visiting all the 
division super- 
intend e n t s , 
with a view to 
enlisting thc^'r 
aid, and arrang- 
ing to adtlress 
division meet- 
ings, at which 
he will explain 
the work of the 
Savings Fea- 
ture, and will 
b e ready t o 
furnish further 
information to 
those who seek 
to acquire thcMr 
o w n h o m (^ s, 
and will answer- 
a 1 1 questions 
pertain i n g to 
the work of 
h i s branch o f 
the Relief 


T. Parkin Scott made Chief Clerk 
of Savings Feature 

On May 1, 1910, T. Parkin Scott was 
aj)pointed chief clerk of the Sa\ing^ 
Feature of the j{elief Department. H. 
L. Hark<n- will continue to l)e chief cleik 
in charge of the Relief and Pension Fea- 
tures of the department. 

Mr. Scott is forty-two years of age, 
and resides at Relay, Md. He was hovu 
at Easton, Talbot County, Md., and is 
the son of John W. Scott and Annie 
Massey Scott . His grandfather, Judgf^ T. 
Parkin Scott, was the fii'st Chief Justice 
of the Supi-eme Court of the State of 
^Maryland. Mr. Scott entered the service 
of the Company twenty-seven years ago, 
as a messenger. After filling several 
clerical positions he was promoted to the 

position of 
l)ookkeeper in 
chai'ge of the 
accounts of 
the Savings 
Feature. His 
1 )(*came neces- 
sar}' because of 
the greatly in- 
creased busi- 
ness, and he 
was selecteci 
because of his 
efficiency and 
his (qualifica- 
tions. Mr. 
Scott is well- 
k?iown to many 
of the patrons 
of the Savings 
Feature, and 
his courtesy 
and affability 
have won for 
him a wide 
circle of 
friends, who will, 
be pleased to 
learn of his 
promotion to 
the position of 
cincf cleik. 


Late Secretary of the Staten Island Rapid Transit 
Railway Company 


BORN FEBRUARY 22, 1850 DIED APRIL 23, 1916 

STEPHEN p. KRETZER, secretary of the Staten Island Rapid 
Transit Railway Company, died on April 23, after a short illness. 
Mr. Kretzer was educated in private schools and prepared to enter 
West Point Military Academy. He decided, however, not to adopt 
the profession of arms, and entered the service of the Baltimore and 
Ohio on September 20, 1865, as a rodman and leveler on the Wash- 
ington County Branch Railroad. In 1868 he was detailed by chief 
engineer James L. Randolph to act as deputy surveyor of Washington 
County, Maryland, to work up the right-of-way records of the Wash- 
ington County Branch Railroad. While engaged in that work he 
assisted General Patterson, chief of the United States Geodetic Sur- 
vey, in the triangulation of Washington County. 

From 1880, when Mr. Kretzer re-entered our service as a member 
of vice-president King's staff, until the day of his death, he was busily 
engaged in the Company's affairs. Until 1887 he did a good deal of 
surveying and engineering work on, and as right-of-way agent of, 
different divisions of our System. He also spent some time on the 
staffs of president Garrett and vice-presidents Keyser and Spencer. 

Late in 1887 Mr. Kretzer had charge of the re-building of piers 
21 and 22, North River, New York. When this work was finished he 
was made assistant to the chief engineer and assistant right-of-way 
agent on the construction of the Baltimore and New York Railway 
and the Arthur Kill Bridge. From May, 1889, to June, 1894, he was 
attached to the office of second vice-president Thomas King as assist- 
ant engineer and was engaged in special work for him and president 
Mayer on various divisions of our System. In June, 1894, he was made 
Land and Immigration Agent of the Baltimore and Ohio, a position 
which he held until he was appointed secretary of the Staten Island 
Rapid Transit Railway Company in June, 1897, the position which he 
ably filled until his death. 

Mr. Kretzer gave the greater part of his life to the service of our 
Company. A most thorough and painstaking worker, he was zealous 
and faithful in the discharge of his duties and in guarding and caring 
for the interests which he represented, giving to each task his undi- 
vided and whole-hearted attention. Perhaps he did not realize that 
advancing years were sapping his vitality, for he continued his strenu- 
ous and unremitting toil despite the advice of his superior officers and 
associates. But it was the nature of the man to give of his best to any 
duty which was his to perform. 

Kind and affectionate by nature, Mr. Kretzer's only strong inter- 
est aside from his work was his home. A faithful and devoted hus- 
band, his greatest privilege was to minister to the comfort and hap- 
piness of his wife. 

In his death the Baltimore and Ohio loses a loyal, efficient and 
most faithful officer, whose passing is sincerely mourned by thousands 
of his friends on the System. 



I "Batter Up!" I 

I The Organization of the System Baseball League is j 

Progressing Rapidly I 

f I 

I ¥T IS difficult, indeed, to describe in moderate terms the | 

I I entliusiasm manifest and tlie activity displayed on the j 

I X various divisions (without exception) by the division | 

1 superintendents, division managers and by the candidates j 

j for baseball teams, in the organization of the System f 

j Baseball League and the competition for the Thompson j 

j Challenge Cup. I 

I The extent of the baseball organization, the number j 

j of eager candidates for the teams, the energy and interest j 

j displayed, the caliber of the players, the number of teams j 

I already ec^uipped with suits, gloves, balls, bats, masks, j 

j etc., exceed in proportion, number, activity, interest and j 
j fellowship, the most sanguine expectations. I 

I This is, indeed, a big thing — bigger than any other I 

I activity of its nature ever before developed on the [ 

I Baltimore and Ohio, and will no doubt lead to one of the 

I greatest athletic organizations in the country. Everyone 

I seems to want a personal share in the organization and 

I development /of this splendid activity, and already general 

I superintendents, superintendents and employes are hob- 

I nobbing and counciling together on a common footing in 

I the interests of divisional organization and are often seen 

I playing side by side on the teams. This is the true spirit 

j and cannot help but bring wholesome results to all in 

every conceivable Avay. 

The District Champion teams must be selected by 
July 30, in order that the "home and home" series between 
the three Eastern and three Western districts can begin 
by August 1, so as to be ready for the final game for the 
Cup on or about Labor Day. 

Who do you think will win the cup ? It will take 
a major league park to hold the crowd of Baltimore and 
Ohio employes who will turn out for the final game on 
j Labor Day. 

j E. M. Parlett, M. D., 

I ^'f'>^^f of Wflfarf Biu'can. 
^ «_..__. — ■,»^«_« 

Railroads Furnish Great Material for 
"Movie" Scene and Story 

By Dixon Van Valkenberg 

HE railroad play has come into 
its own again — this time in the 
realm of the motion picture. 
Producers of the silent drama 
have turned their attention to the rail- 
roads for local color and for death-dealing, 
hair-breadth, awe-inspiring scenes, de- 
picted so true to life as to beggar detec- 
tion. It goes without saying that they 
have had a hard nut to crack in visualiz- 
ing the perplexities of railroading. 

Just as in the days of yore, melo- 
dramatic playwriters often relied upon 

railroad scenes of a sensational nature to 
get their plays over, so have the ex- 
ponents of the moving picture drama 
followed in the footsteps of their pre- 
decessors, with the same degree of success. 
But they have veered from the old path 
in employing real railroad effects instead 
of what are connnonly calhnl "stage 
props," which, behind the footlights, are 
used in substitution for the real thing. 
Railroading, of course, is one of the 
greatest industries of the country and it 
follows that any play or motion picture 






film that uses any form of railroading as 
the basis of its plot is going to grasp the 
public's attention at once. This was 
demonstrated by the success of ''The 
Fast Mail" and "The Limited Mail," 
two of the greatest railroad plays in the 
palmy days of melodrama. 

In this epoch-making era, when the 
most incredible things are possible, the 
sensational railroad scenes produced b}- 
the motion film concerns and offered 
the public, from a reahstic standpoint, 
have the rail- 
road scenes of- 
fered on the 
stage, paled in- 
to insignifi- 
cance. It is 
hard to fake a 
motion film 
of a railroad 
wreck. Action 
is what counts, 
and in order to 
obtain action, 
real life or ac- 
tual effects 
must be used. 
In producing 
railroad scenes, 
money and, in 
some instances, 
human life 
count for little, 
so great is the 
desire for the 

There is noth- 
ing under the 
sun that will 
hold or sway 

the pubUc's attention like a railroad 
scene, whether it pictures the serio-comic 
or the tragic side of life. Imagine, for 
instance, the sensational possibilities of 
a picture of a head-on collision between 
two giant speeding locomotives on a single 
track railroad, taken from an actual occur- 
rence. Each engine as represented in the 
picture has its train behind it, and both 
are going at a rate of speed estimated at 
forty miles an hour, when suddenly the 


head-on collision occurs ! This is precisely 
what happens, and in order to get the 
effect, these scenes must be specially 
posed. Have you ever wondered how 
the trick was done? 

The Lubin Film Manufacturing Com- 
pany recently produced a film called 
''Rescued From The Wreck." In this 
photo drama two rapidly traveling trains 
are seen approaching each other on a 
single track railroad. In the play neither 
of the train crews are aware of the prox- 
imity of the 
other train, or 
know that a 
wreck is immi- 
nent. O n e o f 
the trains in 
question c o n- 
sisted of an en- 
gine and three 
c o a c h e s — the 
other of an en- 
gine and seven 
freight cars. 
After careful 
rehearsing, the 
trains met, 
head-on and 
with terrific 
force, at the 
point, where 
the camera men- 
were waiting, 
protected from 
the flying 
wreckage by 
steel shields not 
unlike those 
used on field 
guns. The steel 
monsters met 
with a mighty roar, reared in the 
air, and locked in each others embrace 
like two mighty gladiators in deadly con- 
flict. The collision was followed by an 
explosion and a cloud of escaping steam, 
which completely enveloped the wreck. 
Both engines were a tangle of twisted 
iron and splintered wood. One pas- 
senger coach was squeezed up like a 
closed accordion, the car seats being 
thrown to the east side of the track. 



Parts of the frame of the car had crawled 
up over the passenger engine. Three of 
the freight cars were damaged beyond 
repair. However, the camera men who 
photographed this thrilUng bit of rail- 
road life were well pleased with the 

The scene in question was enacted on 
the Pittsburgh and Susquehanna Rail- 
road. Fifty regular employes of the 
road were used, and the few minutes that 
were consumed in staging this remarkable 
railroad wreck cost the Lubin Company 
twelve thousand dollars. The only 
trouble experienced w^as in getting the 
locomotives speeded so they would meet 
at the right spot. 

At almost the same time as this de- 
structive railroad scene was being photo- 
graphed, a similar photo play was being 
arranged on the Wharton Railroad of 
New Jersey. This is a short one track 
road, used mainly for carrying iron ore, 
with a local passenger service that doesn't 
figure very largely. In this play the 
villain was supposed to steal an engine 
in order to make his escape from detec- 
tives who were following him. While 
running the engine at a furious rate of 
speed, it was to leave the rails and plunge 
down a twenty foot embankment, carry- 
ing the villain to his death. 

To stage this scene the Eclectic Film 
Company bought a first-class Baldwin 
locomotive from the Wharton Railroad. 
It was also necessary to lease the line 
for several hours. This was possible 
because of the small number of trains 
using the line. A short spur was built, 
leading out from the main line over the 
embankment. In the actual scene, when 
the engine plunged down the embank- 

^^ff< ■■■ nu ■-■■ I— WW Bit i.-oii ■ii—^Hii I B w -wa tn nii ii f iih 

Jt"^ " ■ " 


ment a dummy was substituted for the 
actor who played the part of the villain, 
who jumped from the engine before it 
reached the spur track. It was neces- 
sary to employ only one railroad man, 
who played the part of the fireman. He 
made his escape at the same time and 
in the same manner as did the villain. 

In staging this scene a fatality was 
closely averted. It happened that the 
leading man, in jumping from the engine, 
struck the embankment and rolled so 
close to the rails that the wheels grazed 
him — and the falUng engine came so 
close to the platform where the camera 
men were perched, that they were obliged 
to jump for their lives. 

This stunt proved so spectacular that 
the Wharton Railroad advertised ex- 
cursions, and took numbers of curious 
people to the scene. Incidentally, the 
cost of staging this photo drama, for the 
railroad equipment alone, was SI 0,000. 

Another film called ''The Leech of 
Industry" that this concern produced, 
showed a passenger train strike a high 
powered automobile at a grade crossing. 
In the film, both train and automobile 
apparently reach the crossing at the same 
time. The Raritan River Railroad, lo- 
cated along the Jersey shore, was selected 
for this picture. The train actually ran 
the automobile down, but the automobile 
had been left standing on the track, and 
the film carefully cut. The locomotive 
was Httle damaged, but pieces of the 
auto were picked up in a neighboring 

These are but a few of the innumerable 
''tricks" of the motion picture trade of 
visualizing railroad scenes. 

— ^'^ 

Martinsburg Veterans' Outing at Berkeley Springs 

VETERANS from all over the System are expected to attend the annual 
outing of the Martinsburg Veterans at Berkeley Springs on July 1 5th. A 
couple of baseball games will be played, and the musical end of the program 
will be well taken care of by the Baltimore and Ohio Glee Club and perhaps one 
or two other of our musical organizations. It is hoped that this will be by far 
the most important meeting of its kind ever held on the System. All interested, 
and particularly all veterans, are cordially invited. 

— V'f 
— Jh'\ 

*'—•* + — ♦ 

Freight Loss and Damage 

I What the Baltimore and Ohio Railroad 


I GET During a Fiscal Year 


— 4. — 

The amount paid out during the last fiscal year 
was such as to do any of the following things: 

Buy almost a half-million pairs of shoes — enough 
to shoe all the employes of the Baltimore and Ohio 
Railroad for over three years. 

(Handle frcigld as if fjoiw oivn.) 

Buy over 4,000,000 pounds of candy, enough to f 

give every child in the United States several sticks | 

of candy. I 


i Freight loss and damage is an expense j mm [ j 

j ' which neither the employe }ior the Companjj j j 

receives any return — // is a dead loss.) j j 

Buy over 20,000,000 cigars, which if placed end to [ I 

end would reach farther than from Philadelphia to j j 

either Chicago or St. Louis. | j 

{Little things make np big totals, watch your 
handling of freight. ) 

Buy over 1,000,000 bushels of wheat, the crop from 
about 40,000 acres. 

(Conservation of resonrces means to save — 
save the loss and damage ivaste.) 

Buy groceries to keep one family for forty cen- 

{The insnra)U'e for safe transportation is 
earefnl handling. The value of the article 
is entrn.s'fed to your care.) 

, — 4. 


Remarkable Development of Railroading 
Encompassed by a Single Life 

Judge Gephart, who Died on May 18, saw the Birth 
and Growth of the Baltimore and Ohio 

ryl^^DGE Oliver Cromwell Gephart 
^1 I (lied ill lii.s home at Cumberland, 
^fe :\Id., on May 18, 1910— the last 
*^^^^ piominent survivor of the age 
precedino- the building of the first rail- 
road, the Baltimore and Ohio. Plis life 
was rich in years, expei'ience and accom- 
plishment. It spanned a period of almost 
a century, by far the most wonderful 
century the world has ever seen. Wheji 
we think of his boyhood of the eighteen 
twenties, lived in surroundings and under 
conditions so totally different from those 
of today and then remember that he has 
just left us, we feel that in knowing him 
we have been put in close — almost 
intimate — touch with the early days of 
our country's history, with Washington, 
Madison, Hamilton, Jefferson and their 
illustrious contemporaries. 

Judge Gephart seemed to have been 
born to play a part in great events. As 
most of our readers know, he was present 
on that memorable July 4 of 1828, when 
the cornerstone of the Baltimore and Ohio 
was laid. Yet, wide vision ed lad that he 
was, he little understood the momentous 
prophecy of Charles Carroll, the only 
man left of those who had signed the 
Declaration of Independence and the 
orator of the day, when he said in turning 
the first spade of earth: ''I consider 
this among the most important acts of 
my life, second only to signing the 
Declaration of Independence, if second 
to that." Those were the days of the 
stage coach. The projected railroad was 
a bold experiment in most minds — a huge 
joke in others. And the wonder of it is 
that during the life of this man, from such 
a small beginning, a vast network of 
over 250,000 miles of railroad should have 
been built in thii count rv alone. 

Judge Gephart also witnessed the 
opening of the Baltimore and Ohio from 
Baltimore to Ellicott Mills (now Ellicott 
City) in 1831. He was our first ticket 
agent at Cumberland, in those days the 
job of a man-of-all-work, freight and 
ticket agent, janitor, dispatcher, etc. 
He was there when James Buchanan, the 
fifteenth president of the United States, 
travelled our line in journeying between 
Washington and Berkeley Springs for 
his summer vacations, and he was th(M'e 
in 1861, when the Confederates tem- 
porarily put the railroad^and incident- 
ally his job — out of business. Judge 
Gephart then established a dry goods 
store and was able to retire in 1869 to 
look after his large real estate interests. 
From that time on, however, and almost 
until the very close of his life, he was 
active in promoting the industrial and 
commercial welfare of his city. Until 
two years ago he had attended regularly 
the meetings of the directors of the 
Second National Bank of Cumberland 
and participated in their de!il)erations 
with a mental grasp amazing for one of 
his years. His pride in the piogress of 
the city and the Baltimore and Ohio 
was well known. To railroad visitoi-s 
he was often wont to say: "I wonder 
what the Baltimore and Ohio would 
have done without Cuml)erlan(l and 
what Cumberland would have done with- 
out her.'' 

Here was a man whose life should be an 
inspiration to every American. He was 
a landmark in our civilization, the living 
embodiment of the times through which 
he moved. His early years reached back 
to his meeting with one of the immortal 
signers of our Declaration of Independ- 
ence, witli one exception, perhaps, ihe 



greatest political document of all time. 
Each decade then seemed- to add to his 
experience what, in antiquity or the 
middle ages, would have been the growth 
of a nation for centuries. But this was 
Ameiica, with her tremendous national 
resources, her democrac}^ which beckoned 
to all the world to come and share its 
freedom and opportunities, with her new 
spirit of unhampered individual initiative 

and enterprise. These were the pi'in- 
ciples, with such men as Jackson and 
Clay and Lincoln to maintain them, 
which made possible the amazing growth 
that Judge Gephart saw — that enabled 
our nation to weather the Mexican and 
Civil wars and the other great crises of 
his time. 

To us, Judge Gephart seems the typical 
American of the last century. A pioneer 

The Late Judge Oliver Cromwell Gephart, of Cumberland 
Burn September 10, 1818 Died May 18, 1916 



when he struck out with his family 
early in life, one of the thousands seeking 
their fortune in and anxious to develop 
the little known country of the AUe- 
ghenies, he recognized and capitalized 
the vast industrial possibilities of the 
coal regions in which he took his stand. 
The first agent of the Baltimore and 
Ohio in Cumberland, he seems to have 
been a winged-footed Mercury announc- 
ing to the outposts of the nation the 
coming of that greater messenger of 
business and civilization, the American 
railroad. Yet he was not more this in 
his early years than later in hfe, the 
constant admirer and well wisher of the 
transportation industry, and especially, 
of course, of the Baltimore and Ohio. 
From his home on the hills in Cumber- 
land he looked toward those greater hills 
to the east and saw in his mind's eye the 
completion of our ]\Iagnolia Cut-off, from 
an economic and engineering standpoint 
one of the supreme accomplishments of 
railroad enterprise. 

Though never prominent in national 
political life, Judge Gephart was always 
keenly interested in our countr^^'s legis- 
lative development. We like to think of 
him, with his clear vision and fine judg- 
ment, as sitting in his own beautiful 
home or in his office, and there, with 
other thinkers of his own caliber, debating 
quietly and carefully the great questions 
of the day. Newspaper opinion was less 
powerful sixty or seventy years ago than 
now and many of our national problems 
were threshed out and decided by calm 
thinkers and patriotic citizens, of whom 
the Judge was a fine type. 

Judge Gephart has gone, the last 
prominent man who could look back 
with a personal and intimate touch to 
the beloved fathers of the republic, who 
could trace with his own experience the 
amazing growth of the nation during the 
last century, and who was still vigorous 
and keen enough to feel the even more 
thrilling march of civilization in our 
count r}^ today. Just so long as we have 
men of his type — courageous, industrious, 
clear-thinking, far-visioned men of indi- 
vidual opinion and conviction — will this 
development continue, a safeguard and 
blessing to our own people, and a boon 

to other peoples, who musl uicvilably 
look to us for leadership and protection. 

John T. Broderick Addresses 
Rotary Club 

ON Memorial Day, May 30, at the 
regular luncheon of the Rotary 
Club of Baltimore, John T. 
Broderick, supervisor of special 
bureaus, as the guest of George ]M. 
Shriver, our second vice-president, and 
who is vice-president of the club, ad- 
dressed those in attendance on the subject 
of w^hat the* Baltimore and Ohio is doing 
in its '^ Safety First" work. 

On account of the splendid strides 
which have recently been made in our 
Safety work, i\Ir. Broderick, who has 
charge of this activity on the Baltimore 
and Ohio, was able to bring the subject 
enthusiastically to the attention of his 
hearers. He spoke of the United States 
Government Safety Train, which is now 
being shown over Baltimore and Ohio 
lines and of the recent exhibit of our 
Company at the Third National Expo- 
sition of Safety and Sanitation held in 
New York, for which an award of Grand 
Prize was conferred on our Company. 

Of special interest to the members of 
the Rotary Club was the allusion which 
^Ir. Broderick made to the efforts of the 
Baltimore and Ohio to cooperate with 
the city authorities along the lines of 
Safety. As is known, the Baltimore and 
Ohio is the largest corporate property- 
owner in Baltimore, and the oppor- 
tunities for he4:)ful work in conjunction 
with the city are therefore very great. 

The motion picture, ''The House That 
Jack Built," was also exhibited to the 
members of the club, this being the first 
time that it has been shown to an}- other 
than a railroad audience on our Sj'stem. 
As this picture is undeniably the most 
effective single instrument which we have 
secured for the propagation of the Safety- 
work, it was appropriate that it should be 
shown to such a representative organiza- 
tion as the Rotary Club. And by their 
enthusiasm, the members attested their 
approval of the signal lessons taught by 
the realistic episodes in the picture story. 

The Baltimore and Ohio Railroad Company 


Shortage of Paper Material 

Save Your Waste Paper and Rags 


j Third Vice-President 

j ' I ^HE attention of the Operating Department has been j 

I J[ called to the fact that there is a serious shortage of raw j 

I material for the manufacture of paper, including rags I 

I and old papers and that it should be made known that the i 

I collecting and saving of rags and old papers would greatly 1 

j better existing conditions for American manufacturers. | 

I ^ ^ ... § 

j ^ Something like 15,000 tons of different kinds of paper and I 

j paper })oard are manufactured every day in the United f 

I States and a large proportion of this, after it has served its j 

j purpose, could be used over again in some class of paper. j 

I Much of it, however, is either burned or otherwise wasted. I 

i . - . i 

j This, of course, has to be replaced by new materials. In I 

I the early history of the paper industry publicity was given j 

j to the importance of saving rags. It is of scarcely less f 

I importance now. The Department of Commerce of the i 

I United States has brought this matter to the attention of j 

i the public in the hope that practical results may follow\ A | 

I little care in the saving of rags and old papers will mean I 

I genuine relief to our paper industry and a diminishing drain I 

[ upon our sources of supply for new materials. j 





Welfare Work 

By John T. Broderick 
Supervisor of Special Bureaus 

(A paper read at the Annual Convention of the Baltimore and Ohio Association of Railway 
Surgeons, Philadelphia, Pa., June 7, 1916i 

Mr. President, Members of the Baltimore 
and Ohio Association of Railway Sur- 
geons, Ladies and Gentlemen: 
It has been said that a man may be 
known by the company he keeps. That 
being true, I feel certain that my repu- 
tation will not suffer by reason of the 
company in which I find myself today. 

When my good friend, Dr. Tearney, 
extended me an invitation to read a paper 
at your annual meeting, I was more than 
pleased; I was gratified, and today I feel 
honored in being permitted to address 
this gathering of distinguished pro- 
fessional men. 

The theme which has been assigned 
me is Welfare Work. It is a large sub- 
ject, so large that, within the limitations 
of a paper such as it must be on an occa- 
sion like this, it can only l)e touched upon 
in the most general fashion, for in its 
])roadest sense, welfare work really em- 
braces the entire human race and all that 
appertains to its betterment, progress and 
happiness. I will, therefore, endeavor to 
confine myself to its relations to the 
Baltimore and Ohio and the efforts of our 
Company to foster and encourage it. 

The prime motive of welfare work is 
to increase the measure of usefulness of 
men and women, not only in their own 
interest, but in the interest of the rest of 
the human race. 

Welfare work is the drum-beat of 
humanity. It has been going on, in one 
way or another, ever since the world 
began, but, be it confessed, in a rather 
halting and desultory fashion, as regards 
the manner in which it is now being ap- 
plied and the particular purposes sought 
to be effected. It is a cult which em- 
braces all religions, all people, all races. 

To its creed all men may subscribe freely, 
yield obedience and place themselves 
within its influence. 

The Baltimore and Ohio has recently 
inaugurated a Welfare Bureau and has 
placed in charge of its activities Dr. E. M. 
Parlett, who is devothig his entire time to 
this particular work. That Dr. Parlett is 
well qualified by attainments, experience 
and personality to wholesome results in 
this wide field, all who know him must 
have an abiding confidence. 

The successful prosecution of a work of 
this kind is predicated upon intimate 
touch and close personal contact with 
those whom it is desired to reach and for 
whose benefit it is instituted. To my 
mind you gentlemen of the medical pro- 
fession are in position to render inval- 
uable service in making this bureau serve 
the purpose for which it was created. 
No human being is as close to the family 
hearth as the physician. The inncn- Ufe 
of the home, secluded from the whole 
world, is to him laid bare as to a father 
confessor, and his advice is often sought 
upon matters unrelated to the purely 
professional. His admonitions are not 
infrequently received as benedictions and 
he can even rebuke without giving 
offense or being regarded as officious. 

The management of the Baltimore and 
Ohio Railroad desires that its employes 
and their families shall partake of all the 
blessings which a wise Creator intended 
for them. It desin^s them to enjoy the 
full fruition of well regulated, orderly, 
rational living, which i)roceeds from the 
possession and development of even 
ordinary inteUigence. It encourages in- 
dustry, diligence, sobriety and thrift, 
which bring their own particular re- 




wards, as the opposite qualities bring 
their own particular punishment. It aims 
to stimulate ambition. It urges sanitary 
surroundings, both in the workshop, the 
home, and the practice of all things con- 
ducive to the preservation of health 
and strength. It provides the means, 
through the building of gymnasiums and 
Y. M. C. A.'s, where rational recreation 
may be enjoyed, and the maintenance of 
libraries and instructors, of reading 
rooms, rest rooms and bathing places. 
It fosters everything that gives promise 
of increasing the employe's usefulness and 
capacity to the Company, to himself 
and to his famih'. It affords him every 
chance and stands ready to give him 
every assistance to make him more effi- 
cient, and it holds open to him always 
the door of opportunity and promotion. 

There was a time, and that at no very 
remote period, when corporations took 
no interest in matters of this kind. 
Pioneers of industry in this country were 
too deeply engrossed in the development 
of their business and desire to be leaders 
of the commercial world, to give heed to 
human wear and tear. They did not 
realize that the properly developed man is 
the best asset of any business. But the 
science of sociology has changed all this 
and taught their successors better. The 
change wrought during the last half 
centur}^ and especially during the last 
decade or so, has been very marked, and 
more attention is now given to this 
feature than ever l)efore in the history of 
the world. 

The Baltimore and Ohio has ])cen a 
pioneer in a great man}^ things connected 
with railroad advancement and progress. 
And it is quite natural that this should 
be so, since it was the first railroad 
built in this hemisphere for the transpor- 
tation of freight and passengers. It 
used the first locomotive. It was the 
first road to run trains after dark. 
Over its right of way was sent the first 
telegraphic message. It was the first to 
utilize the telegraph for the movement of 
trains, and a few years ago the first to 
apply the telephone for the same purpose. 

Therefore it would appear in natural 
order that the Baltimore and Ohio should 
be the first railroad to inaugurate the 

welfare movement for the benefit of its 
employes. This was done in the year 
1880, when the Relief Department was 
organized. True, it was not then called 
welfare work, but it properly comes 
under that designation, nevertheless. 

You gentlemen are familiar with the 
splendid work done in the past and that 
is still being accomplished by the Relief 
Department for the care and comfort of 
the employes and their families who 
participate in its operations. There are 
now enrolled in this association 58,236 
employes and they or their families have 
received since it was first organized on 
May 1, 1880, as sick and death benefits, 
the sum of $20,776,172. Subsequent to 
its organization a Savings Branch was 
instituted and added on the first of Au- 
gust, 1882, in order to promote the virtues 
of thrift and economy. Since that time 
loans aggregating $16,326,128 have been 
made to employes to be expended in the 
building or purchasing of homes. Inci- 
dentally, I might observe that experience 
has shown that many employes exhibit 
imfamiliarity with the method of pro- 
cedure, simple as it is, in obtaining loans 
from the Savings Branch and that some- 
times this lack of knowledge prevents 
them from applying for accommodation. 
This fact militates against their progress. 
The Baltimore and Ohio management 
wishes to encourage the spirit of thrift 
and the accumulation of substance among 
its employes, and there is no surer nor 
sounder means of inculcating the saving 
habit in a man than the individual 
possession of property. The progress of 
employes is reflected to a considerable 
degree in the Savings Branch of the Relief 
Department. Their improved habits in 
very many cases are mirrored there. 
He who becomes a property holder, 
insensibly increases thereby his moral 
stature, emphasizes his citizenship, and 
enhances his value to the community in 
which he lives by reason of his greater 
realization of obligation as a citizen, as a 
man, as husband, as parent and as 
employe. Such a man is, as a rule, 
dependable in all the relations of life, 
faithful ahke to himself, to his neighbors, 
his family and his employers. 

The Company's physicians and sur- 



geons are conversant with the regulations 
of the Savings Branch and the}^ are, by 
virtue of their close personal contact 
with their railroad patients, in a position 
to give great assistance in this important 

Another evidence of the Baltimore and 
Ohio's practical methods of promoting 
welfare work is revealed in the Pension 
Feature, by means of which superan- 
nuated employes, men who have reached 
the time of life when the labors to which 
they have been accustomed bear more 
heavily than upon younger shoulders, 
may spend their declining years in the 
enjoyment of a monthly stipend with 
freedom from toil and care. We have 
now upon the pension rolls the names of 
1059 pensioners and they receive an 
annual total income of $266,810. This 
feature was established in 1884, since 
which year $2,490,565 have been dis- 
bursed among our faithful employes 
retired from the service. The pension 
funds are in no sense a mutual insurance 
or anything of that sort. Every dollar 
is supphed by the Company. There is 
no mere sordid side in the relations be- 
tween the pension beneficiaries and the 
Company. They are still regarded as 
of the Baltimore and Ohio family, and 
a very honorable and honored group at 
that. Their names are borne in black 
and white on the rolls, and they them- 
selves are carried in the affections of the 
management, as is shown by the follow- 
ing letter written to each one of them 
last February by our third vice-president, 
A. W. Thompson: 

Baltimore, February 24, 191G. 
My Dear Sir: 

You are, I find, among those who, by reason 
of their long and faithful services, have merited 
the pension which has been provided by the 
Baltimore and Ohio Railroad Company for its 

In retiring its employes from active service 
the management has a feeling of pride in the 
good fortune of having in its service men who 
by their loyalty and devotion to duty, are de- 
serving of this consideration. We recognize 
the meritorious work that has been performed 
by the older employes who entered the service 
of the Company in the early days of railroading 
and through whose earnest and untiring efforts 
the Baltimore and Ohio has been able to reach 
the high standard of today. 

It gives me much pleasure to express to you 
my appreciation of the long and faithful ser- 

vices you have rendered the Baltimore and Ohio 
and I congratulate you on the very commenda- 
ble record that has been placed to your credit. 

Even though you have retired from active 
railroad duty, we feel that you are still an em- 
ploye of the Railroad Company, and by main- 
taining your interests in its future welfare, you 
will share with the management the success 
and prosperity of the railroad that you have 
helped to bring about. 

With the hope that you will be blessed with 
good health and will live for many more years 
to see and enjoy the restful and tranquil con- 
ditions that we are so fortunate in h:iving in 
this country, I am, 

Yours very truly, 

(Signed) A. W. Thomi'sox. 

Acknowledgments of this letter were 
made in varicnl language, all touching and 
sincere, manifesting in a multitude of 
ways the deep emotion which it had stirred 
in the breasts of the recipients and the 
consolation and solace it had given 
them. It showed that a very busy official 
was not too busy to indite to them a 
word of cheer after their retirement. I 
have taken the privilege of reading this 
letter because it evidences in striking 
fashion the high regard which the 
management entertains for its employes. 
And may I be pardoned also when I sa>' 
that it is only one among many similar 
gracious acts performed by Mr. Thomp- 
son which have endeared him to all 
employes and earned for him at their 
hands the title of "A Prince Among 
Railroad Officials." 

The nature of railroading makes it 
hazardous. Accidents are to be ex- 
pected, but it is a demonstrated fact 
that over ninety per cent, of them are 
avoidable. The majority of accidents 
are due to sheer carelessness. The Balti- 
more and Ohio has done much to draw 
the attention of employes to this con- 
dition and to so enlighten and instruct 
them as to bring about a reduction in 
casualties. It has provided in a most 
thorough manner for the surgical care of 
injured men in hospitals and is now 
instituthig emergency hospitals at all 
the large shops of the System for their 
treatment. This is in line with the 
progressive management of the Company 
and is certain to be appreciated by the 
men. I am sure it receives the unquali- 
fied approval of you gentlemen as a step 
in the right direction. 



I know also that you are deeply inter- 
ested in the reduction of accidents. 
One of our surgeons, being asked what 
kind of an injury to a railroad employe 
he preferred handling, replied, ''The one 
that doesn't occur." 

The physical health of employes and 
their families likewise lies close to the 
heart of the management and it is 
endeavoring through welfare work to 
improve their surroundings both in the 
home and at the immediate place of 
their employment. These activities in- 
clude illustrated lectures on health topics, 
indicating the proper kind of clothing to 
.wear under varying conditions and cir- 
cumstances, on personal hygiene, on shop 
and dwelHng sanitation, on the preven- 
tion of certain diseases, etc. 

In connection with the health cam- 
])aign, we are arranging to introduce 
running water in the shops and at other 
points on the road, replacing present 
methods. More satisfactory illumina- 
tion of shops, machines, toilets, etc., is 
also being investigated together with the 
covering of forges, elimination of dust, 
gases, and noxious and harmful fumes in 
workshops. So, too, with the water 
supplies, and cooperation to this end is 
being sought with health officers of the 
communities through which the Baltimore 
and Ohio passes. We are working to a 
standard of cleanliness by means of a 
percentage system for housekeeping in 
connection with the work done by the 
Sanitary Committees. 

One of the most important phases of 
welfare work is to furnish living ex- 
amples. This idea is exemplified in our 
air-brake instruction cars; in our moving 
pictures operated under the auspices of 
the ''Safety First" movement and the 
Safety Exhibit of the United States 
Government now traveling over our lines. 

Speaking of "Safety First," let me 
say that gratifying results have been 
obtained in the last few years on the 
Baltimore and Ohio. You know that 
our road was the first in the east to adopt 
the slogan "Safety First" and it is 
one of the head-line activities of welfare 

work. E. R. Scoville, chief of our Safety 
First Bureau, and his assistant, C. W. 
Gorsuch, have been indefatigable in their 
efforts to awaken employes to complete 
realization of their responsibihties and 
the duty they owe to themselves and 
the public in safe-guarding life and 
property. How well they have succeeded 
is shown by the following figures giving 
per cent, of decrease in fatalities and 

Per Cent. Per Cent. 

Decrease Fatalities Injuries 

1914 over 1913 16. 7. 

1915 " 1913 56. 18. 
1915 " 1914 47. 15. 

Not unmindful of the old adage that 
"all work and no play makes Jack a dull 
boy," the management not only counte- 
nances but does everything in its power 
to encourage healthful sports and forms 
of entertainment. Actuated accordingly, 
the Welfare Bureau has inspired and 
actively participated in the organization 
of baseball clubs on the various divisions 
of the road, and, as a spur, our third 
vice-president, Mr. Thompson, has dona- 
ted a silver cup to be presented as a 
trophy to the winning team in the finals. 
These contests have awakened a friendly 
rivalry and are bringing about a better 
acquaintance and personal friendship 
between men of the various divisions. 
They are the stitches that knit them more 
firmly into the warp and woof of the 
Baltimore sCnd Ohio family. In addi- 
tion to baseball we have tennis teams, 
quoit pitchers, and bowlers. In 1915 
there was organized a Baltimore and 
Ohio Glee Club in Baltimore, and their 
songs have already been heard in other 
cities along the line. This Glee Club 
is already singing the praises of the 
Baltimore and Ohio for its interest in the 
work of uplift. 

When another year shall have rolled 
around we hope to be able to report de- 
cided improvement in the welfare work 
and its achievements, relying largely 
upon the assistance that you gentlemen 
can, and I am sure will, give us. 

Baltimore and Ohio Wins Grand Prize 

at Third National Exposition of 

Safety and Sanitation 

HHE Third Xatioiuil Exposition of 
Safot}' and Sanitation was held 
at Grand C(Miti-al Pahice, New 
York City, (hning the week of 
May 22, under the auspices of the Amer- 
ican Museum of Safety. Our exhibit, 
which was in charge of E. R. Scoville, 
head of the Safety P'irst Bureau, assisted 
by E. L. Bano's, formerly inspector of 
locomotive speed recording, was, even in 
the eyes of unprejudiced people outside 
of the service, b\' far the most interesting 
and instructive at the show. In fact, 
our exhibit was awarded Grand Prize, 
an^ symbolized in a gold medal. With 
the medal Mi*. Scoville received the fol- 
lowing letter: 

Third National Exposition of Safety 
and Sanitation 

Under the Auspices of 
The American Museum of Safety 

Tlie Jury of Award at the Third National 
Exposition of Safety and Sanitation lias de- 

creed an award of CJrand Prize to The lialti- 
morc and Ohio Railroad. 

The medal will be sent you, and a diploma 
stating the grade of the award will follow as 
soon as it can be engrossed. 

With aj^preciation for your cooi)eration 
in contributing toward the success of the 

Xcvy tru]>' yours. 

(Signed) W. ][. Tolmax, 

Director G<nrritl. 

Hie accompanying picture gives some 
idea of the scope of our exhibit. Tbere 
was a half size model of the Tom 
Thumb. the first i)ractical steam 
engine built in America, and a htilf size 
model of the Arabian, an early engine of 
the iiuproved grass-hopper type. Tberr 
was also a small model of the Pioneer, th(> 
borse-drawn vehicle that was the fore- 
runner of the all-steel fivers of our day. 
A model train and the model passenger 
coach built In' Air. Egan (described more 
fully in the May issue of the Magazine) 
attracted much favorable attention. 

Facsimiles lin actual size) of 
front and back of Commenrio- 
rative Medal awarded to the 
Baltimore and Ohio. The origi- 
nal is in handsome bronze. 




Tliere was an exhibit of standard signals, 
old and new style couplers, crossing sig- 
nals and the blue flag safety derailing 
device. In one corner of the booth stood 
a business-like looking emergency cabinet. 

On the wall were hung many pictures 
— some showing beautiful scenes along 
our road and others of different types of 
locomotives and of the Safety First train 
that recently started on its errand of 
humanity over our lines. Crowning all 
these was a sign bearing president Wil- 
lard's characterization of the importance 
of Safety — "Above everything else." 

Among the other pictures was a por- 
trait of Abraham Lincoln and under it 
an excerpt from a speech delivered by the 
Great Emancipator at Princeton, 111., in 

''It is the duty of every man to protect 
himself and those associated with him 
from accident which may result in injury 
or death." 

This passage was discovered by Mr. 
Bangs, who is an enthusiastic collector 
of Lincolniana and is the only known 
utterance of the martyred President on 
the subject of Safety. 

Placards on the front rail of the booth 
described the various welfare activities 
now being undertaken by the Conipany. 
Picture post cards of interesting Balti- 

more and Ohio scenes, pamphlets on 
railroad sanitation reprinted from the 
Magazine and copies of the May issue 
of the Employes Magazine were pre- 
sented to callers at the exhibit. 

Among the other interesting exhibits 
at the exposition were those of the United 
States Army, Navy, Marine Corps, of the 
National Guard, and of railroads and 
manufacturing concerns. Taken as a 
whole the exposition was both interesting 
and instructive, and was without doubt 
a great aid to the cause of Safety. 

Musical Organizations 

IR. PARLETT, chief of the Bureau 

of Welfare, is anxious to know 
^^ what musical organizations we 
'^^-3 have among our employes. En- 
couraged by the success of the Baltimore 
and Ohio Glee Club in Baltimore, the 
Staten Island Division has under way 
a similar organization and we believe 
that the Chicago Terminal Athletic Asso- 
ciation has also made plans for a glee 
club. Some of our shops have quartets 
and perhaps there are, in addition to the 
Baltimore and Ohio Orchestra in Balti- 
more, bands and orchestras of which we 
know nothing. Please write Dr. Parlett. 

The Story of Summer Toilettes is Told in 
Terms of Skirt Draperies 

Variety of New Modes Gives One a Chance to 
Select a Becoming Design 

By Maude Hall 

Prepared Especially for the Employes Magazine by "Pictorial Review" 


T'S as interesting a morsel of 
gossip as ever appeased the femi- 
nine ear that centers about the 
mid-summer frock. But it is 
gossip of an amiable sort — of the rivalry 
existing between Dame Fashion and 
Dame Rumor. Dame Rumor is telling 
many stories of modes for early fall. 
Dame Fashion Avarns her followers against 
false prophets and tells them that the 
things she has provided for them are far 
enough in advance for present considera- 
tion. There is too much speculation 
about early fall styles to give them 
serious attention; and in the next place 
the tales that Dame Rumor circulates 
do not sound attractive, to sa}" the least. 
Slender women may be fascinated by 
stories of short-waisted frocks with long 
narrow skirts, but who else wants to 
hear such talk? 

The mid-summer toilette furnishes a 
story of enchanting interest. It is told 
in terms of skirt draperies and wonderful 
is the Spanish influence shown in flounc- 
ings. There are variants of the Shep- 
herdess frock, too, elaborate and strictly 
artificial, but indescribably attractive 
costumes combining at least two different 
materials, with lace and embroidery 
added. The appearance of this influence 
is particularly happy at the moment that 
the dainty Pompadour and flowered 
cottons and silks are at hand to develop it, 
and it seems now that the Shepherdess 
should be in definite and practical form 
to take its place as a real style factor 
for the coming fall and winter. 

The laces that are most used for mid- 
summer frocks, especially those of formal 
design, are chantilly, filet and malines 
de lyon, applique and normandy laces; 
argentan and fine alencons also play 
their part and have a place of their own 
in the actual fashion. On fancy blouses 
and shirt waists fashioned of crepe 
Georgette, chiffon cloth, etc., one sees 
some fine hand made laces of Britanny, 
employed as charmers and jabots. 

The finest of linen lawn in delicate 
colors is the material chosen for some of 
the loveliest frocks. Of decided origi- 
nalit}^ is an afternoon costume in biege 
lawn trimmed with narrow ruchings of 
brown ril)bon put on in semi-circles at 
the bottom of the skirt and on the front 
of the waist. These semi-circles are 
described again at the upper edges of the 
deep cuffs, which meet sleeves puffed at 
the elbows. The square neck and sloping 
shoulder, so beloved by the French dress- 
maker are distinguishing features of the 
waist, which is remarkable for its sim- 

If one is seeking the unusual in after- 
noon frocks, nothing could supply the 
need more effectively than a costume in 
shrimp pink voile with deep ecru lace 
trimming. The lace forms three ruffles 
down the side of the skirt, while the sides 
are cut in one with the front i)ane) and 
puffed. There is also a straight panel at 
the back. The waist is a fichu effect, 
outlined with bands of dark ecru inser- 
tion, with a flare collar of silver lace. 
Sleeves of all-over lace have cuffs of 




voile stitched with ])ands of silk and 
attached to the low shoulder under a 
cape-like extension of the waist. 

Fichu effects are not confined to the 
front of smart bodices. Frocks fash- 
ioned from chiffon and pussywillow- 
taffeta show the hack overlapj)ing, while 
the front is draped to one side in an effect 
too different to be associated with the 
fichu idea. Of course, there is either a 
guimpe or an undervest of lace which 
reappears on the sleeves in some artistic 
fashion or other. There are several 
points of special application in the revival 
of elbow sleeves and full ruffles, the use 
of fichus, kerchief berthes and capes of 
lace and embroidery, as well as the 
presence of lace ruffles around the paniers 
and the skirt, and the use of much 
trimmed underwear. 

One cannot place too much importance 
upon the treatment of the hips this year. 
Where there are not puffs or draperies 
of various sorts, there are yokes of charm- 
ing outline, sometimes of the same, 
sometimes of contrasting material. The 
polonnaise is introduced upon certain 
of the advance models in afternoon 
frocks and arranged upon a background 
of chocked or sti'iped silk — it is pi-etty 
enough to warrant a cordial reception. 

^^ /'^ 








For Little Week-end Trips 

A suit of checked serge is just what one 
needs for the week-end trip. Simplicity 
should be its keynote and this is easil}^ 
expressed in a plain, full skirt and a 
straight hip-length coat trimmed with 
big pockets and belt and collar of white 
linen. Five yards 44-inch material and 
% yards linen make the first suit. (See 
sketch No. 1.) 

The striped skirt of the second model 
is made of mohair, 3^ yards 44-inch 
wide being required for the purpose. It 
has a straight front panel and is trimmeel 
with pockets and tucks. 

The shirt waist is fashioned from old 
rose linen, 2}/^ yards being required. (See 
sketch No. 1 ) 

Leading Summer Fashions 

Linens are scarce and consequently 
expensive, but there are other materials 
that can be made into charming summer 
frocks. Above (sketch No. 2) is the 
most delightful of dresses, fashioned of 
sheer white cotton voile. The flounced 
skirt has a deep hem, with three tucks 
above, while the bodice has a shoulder 
yoke anel flare collar. In medium size this 
model requires 5 yards 44-inch mateiial. 



The coat suit looks well in cotton 
gabardine, white, brown, ^ray or blue. 
The full skirt flares broadly, of course. 
By being fitted slightly into the waist- 
line the godet effect of the coat is em- 
phasized. The re vers and collar are of 
silk. Buttons are used freely in the 
decoration of the coat. For average size 
5 yards 44-inch material are required. 

First Model: Piclorial Review Costume No. 
6683. Sizes, 34 to 44 inches bust. Price, 15 

Second Model: Jacket No. 6690. Fizcs, 34 
to 42 inches bust. Price, lo cents. Skirt No. 
6715. Sizes, 22 to 36 inches waist. Price, 15 

A striped linen coat is jus I the thing 
the outdcjor girl needs to wear with her 
full, short skirt of white cotton gabardine. 
The coat is trimmed with large pockets 
which fasten over a belt of white linen 
to match the revers, collar and cuffs. 
Four yards of 40-inch linen are needed 
to make the model. 

FniST Desig.v: Pictorial Review Waist No. 
6704. Sizes, 34 to 42 inches bust. Price, 15 
cents. Skirt No. 6705. Sizes, 22 to 32 inches 
waist. Price, 15 cents. 

Second Design: Jacket No. 6615. Sizes. 
34 to 46 inches bust. Price, 15 cents. Skirt 
No. 6622. Sizes, 22 to 32 inches waist. Price, 
15 cents. 

Lovely Interpretations of New 

S' ILK ciepe de chine is still the 
fabric iiTesistible and it is espe- 
cially favored when in floral 
effect. With the printed crepe 
used for the frock to the left is combined 
soft, sheer batiste, made into a simple 
underblouse with long gathered sleeves. 
The flare collar has a hemstitched edge. 
Nothing daintier than the tucked skiit 
could be desired. In medium size the 
dress requires 6 yards 36-inch crepe and 
2 vards 36-inch batiste. 

Good For Mary 

HE wooing and wedding of the 
little Puritan, Mary Endicott, is 
brought back to memory," says 
Town Topics, ''by the passing 
of that eminent Britisher, Joseph Cham- 
berlain." Her introduction into Eng- 
lish society took place when it was fash- 
ionable to be fast. Men and women vied 
with one another in telling risque stories. 
But Mary Elndicott had been brought 
up differently, and did not hesitate to 
show her disapproval of the customs of 
the exclusive social circle in which she 
moved as the wife of Joseph Chamber- 
lain. It was her habit, even when pres- 
ent at a dinner party which included 
royalty, to get up and leave the table if 
a neighbor told a story that violated her 
sense of modesty and propriety. Her 
husband was at first annoyed by these 
inu'itanical outbreaks on the part of his 
youthful wife, but society soon came to 
respect her for the stand she took. It 
requires moral courage to take a stand 
like this against social customs. Few 
]:)eople can endure being laughed at, or 
spoken of half cont(uni)tu()usly as being 
puritanical. So, we say, "Good foi" 
Mary." The ris(}ue story is not ])arti- 
cularly in evidence among us in mixed 
s()ci(^ty, l)ut there are other tendencies 
(hat need to be checked by those who 
an^ not afraid of being called strait-laced. 
A few Mary P^ndicotts might find an 
inviting field for activity in tlie matter of 
cxtiavagmices i!i dancing and f'xtrcm«'> 
in dress.— Frances Frkar. in LrsJie'--<. 

Home Dressmaker's Corner 

Not Within the Memory of Woman Has There Been Such 
Variety of Neckwear as This Season 

WELL-DRESSED women may 
have their choice of high or low 
collars this season, for spring 
fashions seem especially designed 
to set off the beauty of the neck. 

Of collars and capes there is a charm- 
ing variety. Six different stj'les are 
shown here, suitable to development in 
lace, chiffon, net, organdy or silk. With 
the exception of Nos. 2 and 4, there is not 
a collar in the group that requires more 
than a yard of material to develop. If 
lace is used for collar No. 2, there will be 
needed 33^ yards 9 inches wide for the 
ruffles and 1}4, yard narrow lace for the 

The home dressmaker nmst study 
very carefully both the cutting and con- 

struction guides 
of the main 
sections of the 
collars are laid 
on a lengthwise 
fold of material 
to avoid seams. 
The front of 
collar No. 3 is 
laid on a length- 
wise thread of 
material. No. 4, 
again, there is a 
section that is 
placed over a 

directions are 
given for making 
all of the six 
collars and this 
is supplemented 
by the construc- 

illustrated here. All 

tioH guide, which shows how to join the 
various sections. 

For collar No. 1, first sew the neck- 
band to the edge of the neck, notches 
and center-backs even. Fold the neck- 
band through the center and fell the 
remaining edge over seam. Trim with 
a dainty design of embroidery. 

The lace is gathered along the upper 
edge between double ''TT" perforations 
to make design No. 2. 

Arrange ruffles together, center-fronts, 
and the upper and back edges even; 
draw gathers and sew to collar, notches 
and center-fronts even. Finish upper 
edge of collar with two straight gathered 
ruffles; one ruffle 2 inches wide and the 
other iy2 inch wide. Close collar in 
front or back. 




To make the third collar, join the two 
sections as notched and trim with 
scalloped work with buttonhole embroid- 
ery and French knots. 

A little more trouble is entailed in the 
construction of collar No. 4. First, line 
the collar section and arrange three cape 
sections together, center backs and neck 


edges even. Sew capes to collar, notches 
and center backs even. If desired the 
collar ma}^ be boned each side of center- 
back. For open neck, omit collar section 

and cut off upper front edges ol capes 
along small ''o" perforations. 

Collar No. 5 comes next and is very 
siniple to make. Line collar section and 
gather upper edge of ruffle between double 
*'TT" perforations. Sew to collar, 
notches and center-backs even. 

Collar No. 6 is under consideration 
next. Plait, placing ''T" on corres- 
ponding small ''o" perforations. Sew 
neckband to collar, notches and center- 
backs even, fold through the center and 
fell remaining edge over seam. Tiim 
with embroider}'. 

So many periods are represented in 
the fashions of the day that necklin(»s 
of almost any type appear and periods 
are ruthlessly mixed in the eclecticisih 
of modern designing. 

Pictorial Review Pattern No. 6773. Sizes — 
small, medium, large. Price, 10 cents. 

CI.TT1NC g !DE 6773 CTLLP'ie 

COLL.'<R 3 


1 nJlcOLLftR 

. StCTiOl 



By Carolyn Wells 

If you can forge ahead, when all about you 

Are hanging back and criticizing you; 
If you believe yourself when Antis flout 5'ou, 

Yet, keep it up till they believe it, too; 
If 3'ou can work and not be grim and grumpish 

Or being lied about, don't ever tell; 
Or being busy, don't grow frayed and frumpish, 

And vet don't dress too smart nor look too well. 

If you can talk to crowds and keep your distance 
Or walk with men, nor lose your woman's 
If every wrong encounters your resistance, 

And every right receives your honest praise: 
If you can take the thread as Fate may spin it, 
And weave vour web of Life with right good- 
You'll get the vote and everything that's in it, 
And, what is more, you'll be a Woman still! 


If you can learn to brave a lifted eyebrow, 

If you can interest a doubting dame; 
If you can meet a Baby-stare or Highbrow 

And treat those two impostors just the same; 
If you can hear the Cause in all its phases, 

^lis-stated by the Antis o'er and o'er, 
And listen to their hackneyed, worn-out phrases 

And being floored — just up and take the floor! 

If you can make one heap of household labors 

And just by going at them, get them done; 
If you can hear the gossip of \'our neighbors. 

And never breathe a word to any one; 
If you can keep your heart and nerve renewing, 

When Rumor says another chance is gone — 
And so hold on when there is nothing doing 

Except the Cause that savs to you: 
"Keep on." 

Say Not the Struggle Naught 

By Arthur Hugh Clough 1S19-1S61) 

Say not the .struggle naught availeth. 

The labor and the wounds are vain, 
The enemy faints not. nor faileth. 

And as things have been they remain. 

If hopes were dupes, fears may be liars: 
It may be, in yon smoke conceal' d. 

Your comrades chase e'en now the fliers. 
And, but for you, possess the field. 

The Needleworker's Corner 

Linens the Summer Bride Surely Will Like 

Suggestions That Help Solve the Problem 
of What to Give for a Wedding Present 

By Kathryn Mutterer 

E\'ERY ])n(le-to-lH' drcains of a 
home amply supplied with pret- 
ty linens for all the rooms, yet 
unless she has all the money she 
wants to spend upon her wedding prep- 
arations, there are many things that have 
to be omitted for later shopping, or until 
she can find time to make them herself. 
Cases for hot breads belong in this 
class. Yet they add much to the com- 
pleteness of the tables. Toast, muffins, 
rolls or biscuits surely will seem much 
more palatal)le if kept warm between the 
folds of an embi"oidered case. The de- 
signs illustrated are made of pure white 
linen and measure 173^ inches square. 
The cases are all marked with the new 
style Japanese letters, worked in soli'd 
satin stitch. The design at the end of 
the cases is can-ied out in eyelet and out- 
line stitches, while the edges are scalloped 
and buttonhol(Ml. 

The eyelets show^ so prominently in 
the design that care should be \akvn to 
work them as evenly as possible. This 
stitch is exceedingly simple, however; 

punch the holes with the steel or ivory 
punches and whip around the edges in 
eyelet work, after a few preliminai\' 
slanting stitches have been placed around 
the raw edge. Make the stitches close 

together on the second round and slant 
them tow\'ird the hole. 

The petals of the flower should be 
padded with a soft mercerized cotton. 
Work in solid stitch over the petals and 
make the stems in outline stitch. With- 
out being padded too heavily, the scal- 
lops should be covered sufficiently before 
w^orking to make the buttonholing show 
to advantage. 

Pictorial Review Embroidery No. 12244. 
Transfer pattern contains "Hot Toast" and 
"Hot ATuffins" designs, each measuring 17t 
inches square. Either case stamped on pure 
white linen, with cotton for working, price 50 
cents. Transfer pattern, 15 cents. 

Embroidery No. 12245. Transfer pattern 
contains "Hot Rolls" and "Hot Biscuits" 
designs. Size of each, 17j inches square. 
Stamped on white linen, with thread for work- 
ing, 50 cents. Transfer pattern alone 15 cents. 

Pictorial Review patterns on sale by local 

Annual Convention of Baltimore and Ohio 
Association of Railway Surgeons 

UK twent y-sev(Mith inoetiiig of the 
Baltiiiioix' and Ohio Association 
of Railway Surgeons was held in 
the Hotei Aldine, Philadelphia, 
on June 7, 8 and 9, and the 150 odd mem- 
bers who, with their families, attended, 
made up a gathering of about 250 

Philadelphia, perhaps the greatest sur- 
gical and medical center in the United 
States, was a happy choice for the hold- 
ing of the convention. The visiting sur- 
geons were invited to make a professional 
inspection of the various hospitals and 
medical colleges, and this privilege was 
taken full advantage of. Great credit is 
due the committee on arrangements for 
the manner in which the sessions were 
conducted. The genial Dr. C. W. Pence, 
medical examiner at Philadelphia, was par- 
ticularly active in entertaining visitors. 

The scientific program was opened on 
the morning of June 7, by an invocation 
by the Revei-end Floyd W. Tomkins, 
S. T. D., of Philadelphia. An address of 
welcome was then delivered on behalf of 
the city of Philadc^lphia by Dr. AVilliam 
Crusen, director of the Board of Health, 
and addresses by Dr. John D. McLean, 
president of the County Medical Society 
and S. T. Cantrell, superintendent of the 
Philadelphia Division. These welcom- 
ing remarks were responded to by Dr. 
Joseph F. Tearney, the president of the 
association. Dr. Hobart G. Hare dis- 
cussed topics of interest to the members 
of the association and the morning ses- 
sion w^as bi-ought to a close by John T. 
Rroderick, supervisor of special bureaus, 
who read a strong papen- on the welfare 
work already accomplished and now being 
undertaken by our Company. A full re- 
port of Mr. Broderick's remarks will be 
found on pages 33 to 36. 

The afternoon program consisted of 
the reading of papers by Dr. Thomas B. 

Johnson, of Frederick, ^Id.. and l)i-. 1). 
W. ShotMuaker of Canal Dover, Ohio an;l 
a genei'al discussion of the papers. 

The morning session on June 8 was 
opened with an address by Charles W. 
Webbert, of the Pennsylvania State 
Board of Health, on the ''Organization 
of State Boards." This address was fol- 
lowed by technical papers by Dr. J. 
Torrence Hugh, Dr. J. O. Howells. of 
Bridgeport, Ohio, and an address by Dr. 
Joseph C. Bloodgood, of Baltimore, on 
"First Aid to the Injured.'' 

The program for June 9 consisted of a 
talk on ''A Surgeon's Experience on a 
Trip Around the World," by Dr. James 
Cooper, of Baltimore, an address on ''The 
Desirability of Typhoid Vaccination of 
Baltimore and Ohio Employes,'' by Dr. 
C. yi. Ramage, of Fairmont, W. Va., 
voluntary papers, the reports of com- 
mittees and a business meeting. 

The program of entertainment was 
quite as interesting as the scientific pro- 
gram. On the afternoon of June 7 there 
was a theatre party for the ladies of the 
association and that evening a vaudeville^ 
performance, followed by dancing and a 
supper, at the hotel. On the morning of 
the 8th there was a sight-seeing automo- 
bile trip for the ladies. In the after- 
noon there was a boat trip down the 
Delaware River to Wilmington and a 
delightful supper at the Du Pont Hotel 
for the visiting .surgeons and the ladies 
of the party. The moon refused to shine 
on the return trip up the river, but the 
party made merry all the way and those 
who took the trip voted it one of the 
most enjoyable incidents of the entire 

The officers of the association are J. F. 
Tearney, ]\I. D., president; J. W. Hays. 
:\I. D., first vice-president; W. F. Morri- 
son, M. D., second vice-president; and 
C. E. Johnson, secretary-treasurer. 




Baltimore and Ohio 
Employes Magazine 

Robert M. Van Sant, Editor 
Arthur W. Grahame, Associate Editor 
Herbert D. Stitt, Staff Artist 
-George B. Luckey, Staff Photographer 

What the War Has Done for 


P DEAD!" cried a French officer 
when the Gei-man troops who 
were attacking his trench had 
killed or wounded most of his 

The dead did not respond, but the 
and the dying did. Covered 



with blood from their unstanched wounds 

Ihey drove back the enemy. Such is the 

spirit of France. 

The American citizen who reads of 
incidents such as this at his well supplied 
breakfast table or while on his daily 
journey from home to office, feels a thrill 
of admiration, akin to envy and — turns 
to the baseball page. During the day he 
is busy with his business affairs and in the 
evening has his personal concerns and 
pleasures to occupy his mind — home, 
perhaps, or the theatre or the cabaret. 
Yet, despite his apparent indifference, 
that little item in the morning's war news 
has left its impress upon his mind and 

These are grim, dramatic, tragic times. 
Half the world has been stripped of the 
veneer of civilization and with it the 
shams, the meannesses, the foUies and the 
petty vices that go hand and hand with 
civihzation. One of the few bright spots 
in the mighty cataclysm of horror that 
has engulfed a great part of the world is 
the fact that men are still ready to die 
for their country and for their country's 
honor and ideals. The sport-loving Eng- 
lishman has abandoned his golf Unks and 

cricket creases to take a hand in a sterner 
game. Gay France is no longef gay, but 
it is glorious. The German has left his 
beer gardens to die gallantly on a hun- 
dred hard fought fields in France, in 
Belgium and in Russia. The dance halls 
of Vienna no longer know the foppish 
dancer whose gorgeous uniform added 
color to an already brilliant scene. The 
Russian has given up his vodka. Even 
the "unspeakable Turk" has shaken off 
his sloth and his vices, again to prove 
himself a "first-class fightin' man." 
And Belgium — happy, prosperous, con- 
tented Belgium — has given everything, 
almost her national existence, for an 

The people and the government of the 
United States, sympathizing with the 
gallant soldiers of the warring nations 
and with the women and children who 
have been crushed under the heel of the 
War God, have been unable to do any- 
thing to stop the terrible shedding of 
blood. Then, too, the nations engaged 
in this life and death struggle have been 
none too careful of the rights of neutrals. 
Strong protests against infringement on 
these i-ights have been made by our 
government, but our long standing 
friendship with all the nations engaged in 
the war, our policy of non-interference in 
European affairs, and, perhaps, our 
unreadiness for war, have forced us to 
play a passive part in this, the greatest 
of world upheavals. 

But better things are in store. 
America is waking up, not alone to the 
need of national preparedness, but to the 
fact that she has a great role to play in 
the drama of the nations and that to pla}" 
it she must be strong — strong not only 
to protect herself, but strong to help her 
weaker sisters when some self-seeking 
nation, casting aside honor and humanity 
in its greed for power, threatens to disturb 
the peace of the world. 

The signs of this great national awaken- 
ing are many. Naturally, with a high 
spirited, enthusiastic people like ours, 
some of the forms that this new spirit of 
responsibility and service has taken are 
foolishly impracticable. There is no need 
of women drilling with arms to be ready 
to repulse an invader. When the men 



of America can no longer protect their 
country the time will have come when 
America should vanish from the family 
of nations. While tens of thousands of 
citizens were marching for prei)aredness 
some members of Congress, of both parties, 
were playing politics with the army and 
nav}' bills. But all these movements, 
impracticable as some of them are in 
themselves, point to a reawakening of the 
spirit of 76 and of '64. 

Although national preparedness has 
been in some cases and by some people 
prostituted to a mere fad, some organiza- 
tions and movements know what they 
seek and are thoroughly practicable. 
The National Security League is working 
steadily and purposefully toward ade- 
quate preparation for whatever the 
future may have in store for us. And, 
by the way, it is working for what the 
Great War has shown to be the onh^ safe 
and sure method of national defense 
under modern military conditions — uni- 
versal military training and some form of 
universal service. The American Legion 
is gathering together citizens who are 
pledged for service, when called upon, 
and who have the experience and knowl- 
edge to make their service valuable to 
the country. The Nav}^ League is teach- 
ing the people that a strong navy will, in 

all probability, save us from the need of 
ever using a strong army — but not that 
we do not need the army. Business and 
professional men are flocking to Platts- 
burgh and the other citizens' training 
camps. Students are organizing into 
battalions of infantry and batteries of 
artillery. And last, but not least, men 
are enlisting in the National Guard, not 
lured there by the promise that the 
armory will be a comfortable club 
house, but actuated by the highest 
patriotism to devote a part of their 
spare time to the service of their 

The Great War has brought back to 
life that fast dying spirit of Americanism 
that supported Washington and his hand- 
ful of ragged men during the dark days 
of the Revolution — the spirit that started 
the charge of Pickett's Brigade at Gettys- 
burg — and stopped it. If the call to 
arms ever comes we, like the other 
nations, shall cast aside the shams and 
selfishness of our daily life. The bellow- 
ings of the pork barrel politician and the 
dri veilings of the ''peace-at-any-price" 
advocate shall die away unheard, and 
the America of old, her tarnished sword 
once more bright and gleaming, shall 
stand forth to do battle for justice and 
for freedom. 

V — 


Supreme Court of the United States Defines 
Duty of Railroad Man 

FROM the Supreme Court of the United States has just come a decision that more 
clearly than ever defines the duty of the railroad man. A flagman had been killed 
as a result of a rear-end collision which might have been averted had he attended 
to his duty. In holding that his estate is not entitled to recover damages from the rail- 
road, the Supreme Court lays down a rule that will affect all railroad men, and especially 
those engaged in train movements. It is held that in the performance of their duties 
they are responsible to the utmost for the safety of passengers and property intrusted to 
their care. If mishap follows as a result of failure, the negligent employe cannot claim 
for himself compensation for an injury he may suffer. This is not entirely a revival of 
the defense of contributory negligence, but is a more strict interpretation of the rule of 
duty, more clearly defining the responsibility of railroad men. Its importance will be 
clearly understood by them, and its application will mean still greater safety in travel. 
Baltimore American, Saturday, March 25, 1916. 



Swat The Fly 
By E. M. Parlett, M. D. 

Chief of Welfare Bureau 

S' PRING is the time to start your 
fight against that persistent and 
dangerous enemy of man— the fly. 
After their winter hibernation 
these insects are reviving and laying their, 
eggs. Fhes are extremely prolific. Every 
one that you kill now will mean thousands 
fewer this summer. 

But while you are busy swatting 
remember that flies breed in filth. They 
are born in filth — reared in filth — live 
upon filth and carry filth and disease with 
them. Eliminate filth and you will, to a 
great extent, eliminate flies. Open priv- 
ies, unscreened garbage receptacles, de- 
caying vegetable and animal matter and 
manure piles arc favorite breeding places. 
Manuie should be covered. Privy vaults 
should be fined and screened. A bad 
odor attracts flies. 

Flies seldom travel far from their 
breeding place. Their presence is a sure 
sign that there is filth about. Start a 
campaign against these pests by joining 
with your neighbors in doing away with 
all filth in your community. Don't buy 
foodstuff's where flies are allowed the 
freedom of the place. 

Flies are not only annoA'ing and dis- 
gusting. They are dangerous and filthy, 
and in spite of this we tolerate them and 
peimit them to come in contact with our 
food, and the mouths, food and nursing 
bottles of helpless babies, which is fatal 
to them to the number of thousands, 
from cholera, summer complaint and 
tuberculosis. Flies are particularly fond 
of spit (sputum) as a diet — especially the 
sputum of persons sick with consumption 
and the discharge of those sick with 
summer complaint. It is revolting even 
to think of, let alone tolerate. The 
germs of many diseases, such as con- 
sumption, cholera, summer complaint, 
typhoid and plague, are carried by flies 
into your home and to your table. 

Remember that when you kill a fly 
you kill a source of disease and suffering, 
and that when j^ou destroy his breeding 
place you virtuall}^ destroy them by the 

milHon. SWAT THE FLY where he 
breeds, and screen vour home. 

W. C. Bolin Made Pilot Engineer 

WC. BOLIN has been appointed 
pilot engineer of the Baltimore 
and Ohio Chicago Terminal Rail- 
road Company and Chicago Divi- 
sion of the Baltimore and Ohio Railroad 
Company, with headquarters at Grand 
Central Station, Chicago, effective May 1. 
Mr. Bolin has had a wide experience m 
connection with track elevation work in 
Chicago, which especially qualifies him 
for his new duties. 

Mr. Bolin entered the service in June, 

1909, as rodman in the maintenance of 
way department, at Pittsburgh. In Au- 
gust, 1909, he was made rodman in the 
division engineer's office, Pittsburgh, and 
in March, 1910, was made rodman on 
spirals in the same oflftce. In May, 

1910, he was made chainman in the 
maintenance of way department, Chicago, 
on the Baltimore and Ohio and Baltimore 
and Ohio Chicago Terminal Railroads, 
and in Ma}', 1912, was promoted to 
assistant division engineer at Chicago. 
In July, 1915, he was made assistant 
supervisor, maintenance of way depart- 
ment, on the Newark Division. 

Students on Southwestern Making 
Good Records 

A^^ REPORT just received from the 
Railway Department of the In- 
ternational Correspondence 
Schools shows that thirty-seven 
of the employes of the Baltimore and 
Ohio Southwestern made an average for 
their work during the month of April of 
ninety-five per cent, or over. One of the 
men received a mark of 100 per cent. 

It is gratifying to note that we have so 
many men in our employ who are willing 
to devote a portion of their spare time to 
study, to better fit themselves for their 
work, and we are particularly pleased to 
note the splendid progress made by these 
men in the path leading to positions of 
greater responsibility. 



COMMENT upon comnicut has been made 
iij^on the subject of carelessness; thousands 
of editorials have been written upon it; 
hundreds of sermons preached upon it; and yet 
each day it cL'iims its victims. 

The man wlio passes your desk and allows his 
coat-tails to brush your j^apers to the floor; the 
person who walks through the corridors of your 
building with his head down, perusing some 
document; the messenger or office boy or clerk 
who hurriedly turns a corner instead of going 
cautiously around it; the person who takes up 
your pencil to make a notation while taking a 
telephone message and then walks ofT with it; 
the man who deliberately crosses a track in 
front of an approaching train or street car, 
without warning those behind him that there 
is danger in doing so, — these, all of them, arc 
samples of the carelessness that we come in 
contact with every day. 

Stop and think a moment, you men and women 
and boys and girls who have this habit. 
What is the result? You are making someone 
else think for you to keep you from getting hurt, 
or to keep you from being the cause of some- 
one else getting hurt; you are adding to the 
man's ))urden whose papers you carelessl}' mix- 
up; you are placing additional expense upon 
either the individual or the Company when you 
pick up an article and fail to return it. Is 
this a/a?> proposition? 

We all have work to do and it usually takes 
all our ability to live up to the standard required 
of us, without having to develop additional 
energy to cover up somebody else's short 
comings, when that i)art3', were he to exercise 
the gray matter that he has been endowed with, 
could eliminate this necessity. 

If you are a party to this carelessness, call a 
halt upon it by keeping in mind all the time 
the fact that when you do a careless act you 
put somebody else to inconvenience. When you 
have documents to discuss wi<h some one else, 

digest the matter before starting for his office, 
then you won't have to read it while walking in 
the corridor; and when you start across the 
street ahead of automobiles, street cars, carts, 
etc., keep an eye open for your fellow-man. 
The secret of it all is thought. 

C. P. W. Myerly, Telephone Clerk. 

The Man with the O. R. C. Badge 

AST. LOUIS woman has one of the days of 
last week marked in her memory by two 
unusual experiences. Twice, when she 
entered a street car, a gentleman arose with 
lifted hat and gave her his seat. In each case his 
coat showed a handsome metal ])adge. He was 
a member of the Order of Railway Contluctors. 
The conductors, as The Republic has already 
observed, are the friends of all the workj. 
Solicitude for the comfort of women, children 
and old people is second nature to them. The 
conductor is a natural host. All those whom 
he has a chance to serve are his guests. The 
fact that his 'run" may be among the irrigated 
farms and mesciuite uplands of Western Texas 
or the hill farms of New England while the 
str(>et car is on Olive Street, St. Louis, makes 
not a bit of difference. The sight of a woman 
standing while a man sits is repugnant to him. 
He does not feel mclmed to discuss the matter — 
but he sets a fine example. — St. Louis Republic. 

The Prosperity of Total Abstainers 

U)UAi.\, Ohio, March 20, 191G. 
To THE EurroiK 

I recently had the pleasure of attending an 
employes' meeting on t he (Jumberland Division. 
Superintendent (Jahill was chairman and he 
called the meeting a "get-together affair" and 
introduced a number of social features, among 
them the playing of an orchestra and the singing 
by asliop(iuart('t,whicli were very nuich enjoyed 




Some employes were then called upon to tell 
their fellows something interesting on any 
appropriate subject that occurred to them. 
All of the remarks were interesting, but what 
impressed me most were the. statements made 
by several conductors, engineers and shopmen on 
the liquor question, and why railroad employes 
should refrain from the use of alcoholic poisons. 

One engineer said that long ago he was 
addicted to the habit, but that he had broken 
himself of it and for twenty j'ears had 
not touched a drop. And he pointed to his 
home and property as the result of using in a 
sensible way the money which he used to 
squander with saloonkeepers. He said also 
that he knew a number of employes who had 
had the same experience. 

Just to show you the trend of thought among 
our employes and people generally on this great 
subject of prohibition, I would call your atten- 
tion to the case of one of our general foremen, 
who says that he holds his important position 
at the early age of twenty-eight largely because 
he has never touched a drop of liquor. Another 
young foreman recently told me the same thing, 
while two other young men I recently met, each 
expressed their belief that before long we would 
have an effective national prohibition act in force. 

Surely these examples should be encouraging 

to us. who realize the terrific curse that liquor 
has laid on civilization. And it ought to be a 
matter of considerable gratification to us that 
so many of our own men are leaving the poison 
absolutely alone. 

Yours very truly, 
R. C. Craig, Safety Appliance Inspector. 

The Old Timer Talks of Safety 

SAFETY methods, safety appliances and 
safety advice are especially appreciated by 
us older men. We realize better than ovu* 
younger workers that if the hand of fate reaches 
out and mars our general appearance or phy- 
sique, we stand a poor chance of getting a life 
partner if we lose the one we have. Even you 
young so-called confirmed bachelors will admit 
that there are many girls worth having. 

Long before this great question became a 
live one among our officials a lot of us found 
out that a clear head — free from friendship 
with John Barleycorn — meant Safety First and 
always. Continuous work and attention taught 
us that a clear eye, an alert mind and a clean 
living body — all secured, by proper rest and 
attention — served to prepare us to escape the 
dangers that beset the path that runs with the 
rail and the rolling stock. 



•Courtesy of New York Tribune. 

Concluding Addresses of 1915 Deer Park 
Operating Meeting 

t- — 

Tho apon>achine moetiny; of our otticials at Door Park, on June 2'.^ and L'4, 
makes it desirable to publish in this issue all the addresses made at the Oper- 
ating Meeting la^t year, which have not alreidy api>eared in the Magazine. The 
large amount of material for this issue makes it necessary for us to reduce the 
size of tlie type, in order to save space. These papers contain information of 
^reat value, however, and thex are he.irtil\- re(.-oninieniie<l for careful readint:. 

Justification of Capital Expenditure and the Capacity 

of Our Plant 

By Francis Lee Stuart 

Chief Engineer 

Mr. Chairman and Gentlemen: 

The greatest value of our meeting is that it 
may induce us to think, and take home some 
new ideas, which, if we study and profit by, 
will help us to solve the problems that are 
ahead of us. 

A considerable part of our recent operating 
improvement is largely due to our having 
standards, and infusing them into the men who 
do the work. I mean particularly our standard 
for freight train performance; that is, the 
standard time a freight train should consume 
in a yard or between 'A" and "B" and "C" 
and so on. You are setting up for the men on 
the division an ideal and I feel that it is a move 
in the right direction. 

I find it necessary in my own work to have 
standards and, in the matter of improvements, 
ideals. In my imagination I have a fixed ideal 
f(n" each division on the railroad, its presiMit, 
near future and ultimate purpose as a part of 
the Baltimore and Ohio System, and as far as I 
can foresee and plan it is based on the greatest 
net returns to the System for the expenditures 

In regard to future needs for capital expendi- 
tures: it is self-evident that the Baltimore and 
Ohio is a semi-public institution: that, in the 
coimtry it serves, in a way it represents a co- 
partnership between the public and the stock- 
holders; to be fair to itself, which means to 
both, it must fill an efficient part in the growth 
of the coimtry. This means that not only must 
it secure additional business and reduce its 
transportation costs as the state or art of trans- 
I^ortation points a way to such reduction, but its 
facilities must increase in their capacity so as 
to keep pace with the growth of the country. 
This requires additional cajiital expenditures 

from time to time, for if such capital is with 
held, stagnation, with its attendant evils to 
both the property and the community it serves, 
must follow. 

A concrete example of the necessity for capital 
expenditures is the single wooden gravity pier we 
have today at Baltimore, upon which depends 
our tidewater coal business in Baltimore. 
This represents the largest part of our coal 
i)usiness. and the i)ier is at times unable to 
handle it as it exists today. So we are about to 
start the construction of a more modern pier, 
so as to take care of our increased reciuirements, 
and also to overcome as much as possible the 
disadvantage of being so far from the Capes, 
by loading the ships with speed antl with as 
little breakage as possible. The Interstate 
Commerce Commission, by whom our account- 
ing is governed, requires that such an exjx'ndi- 
ture shall be charged to capital account. 

A concrete example of the justification of the 
capital charges we have recently made i.«< evi- 
denced in the Magnolia Cut-off. At this point 
our business was so great that we had to in- 
crease our facilities to a three or four track 
system. We studied the subject until we 
finally evolved a scheme for giving such capac- 
ity, which not only cut down the grade on that 
particular section and eliminated a helper grade, 
but also establi.>;hed a new standard of grades 
and train rating for the entire division. And 
for the SO. 000. 000 exi)ended, we have secured, 
according to the third vice-president, not only 
the increased capacity which was necessary 
whether we made a saving or not. but also a 
saving in oj)eration of $oOO.(KX) a year. 

Coincident with the stuily of the Magnolia 
Cut-off, and before I was willing to recommend 
to the jiresident the solution of the Magnolia 



Cut-off i)i<)l)l('in as now built, we satisfied our- 
selves that there was a line 'from Kej^scr and 
Cumberland to Brunswick, on a .1 per cent, 
grade, or five feet to the mile, that it was 
reasonable in cost and that the probabilities 
were that it would be built in the not distant 
future. I satisfied myself that not only was 
such a grade possible and feasible from Cumber- 
land to Brunswick but also that from Brims- 
wick, when business justified, we could build 
a line in such a wa}' as to reach not only Balti- 
more but any portion of Cheaspeake Bay 
between Baltimore and the mouth of the 

Potomac with a .1 per cent, line, or fiv(^ feet 
to the mile, without a helper grade. It was 
onlj' after these facts were fixed in our minds 
that we proposed to Mr. Willard the line as it 
is now built, and we feel well pleased with the 
results. The showing of our last fiscal years 
is in a way a justification of our scheme of 

In the last five years more than $100,000,000 
of new capital has been spent on the Baltimore 
and Ohio System for additions and betterments 
to property and for equipment. During the 
present year, which closes on July 1, we 

Keep Away From 


The man in this picture is PULLING the load TOWARD himself. 
Should the chain break or become unhooked or crane drop the 
load he would be CRUSHP]L) beneath material 

Always Try to Find ^ Safe Way-If You 




h;iv(^ cmiiumI about S91,(XK),(MM) Miioss ajiaiusf 
:?;iO;i,00().U(JU two years ago, and uc will have 
farnod our lixcd cliarjios and five per cent, on 
our capital stock. 

The .^UK),0(X),C)0() addition to our capital was 
spent with a view of increasing our facilities so 
as to handle the business offered with safety, 
ilispatch and economy and to prepare our plant 
to secure and properly handle a business of 
SI 10.000,000 or SI 15,000,000 per annum. 

It seems to me that the $91,000,000 gross 
earned this year represents the minimum 
earnings of the present plant and that unless 

the world in general repudiates .ill ifs objjg.i- 
tions, financial and otherwise, oiu' gross incoinr 
will increase from now on. 

We can interpret our present situation to be 
as follows: with interest charges increased 
upwards of S3,000.(K)0 in the last five years for 
betternu-nts alone (exclusive of equipment), 
we now have a i)lant capable of handling a busi- 
ness of S11(),0()().0()0 to S115,000,0()(J a year. 
This year, however, we have onlv earned a gross 
of S91. 000,000. which we think will be our mini- 
mum earnings with the present plant, and yet, 
in spite of both these facts, through increasing 


Crane Loads 


The man in this pictnre is PUSHING the load AWAY from 
himself and could not be injured in any way should the malcM-ial 
shift or drop 

Don't Know How, Ask Your Foreman 

— ^. 

Courtesy American Locomottie Co. 



efficiency in operation and, economies made 
possible by our betterments, we have this 
year earned our fixed charges and five per cent, 
on our capital stock. 

There are various ways of interpreting these 
results, V)ut however they may be interpreted, 
they certainly reflect an increasing stability 
in our financial standing, encouraging to our 
stockholders and a credit to our organization. 

Needed Improvements and the 

Education of Officials on 

the Baltimore and Ohio 


By R. N. Begien 

General Superintendent 

Mr. Chairman and Gentlemen: 

I have listened to and been interested in all 
the good suggestions which have been made. 
One of the most important was to follow things 
up. A little while ago the assistant purchasing 
agent made some remarks about the need of a 
crane to handle scrap, so I feel that I am fol- 
lowing things up by saying that we need a 
crane on the Baltimore A: Ohio Southwestern. 
At Washington shop I believe we can equal the 
record of Mount Clare if we have a crane with a 

I was glad to hear Mr. Selden speak of the 
growth of telephone train dispatching. The 
Baltimore cV Ohio Southwestern has contrib- 
uted to that growth, and we are now oper- 
ating one of our divisions very successfully with 
the telephone. It has enabfed us to save not 
only in the train dispatching force, but also 
in operating our division on time with a fewer 
number of operators. We have another divi- 
sion on the Southwestern that could show even 
better results with telephone train dispatching, 
and I hope we may soon have the opportunity to 
prove this. 

The subject of improvements is one that is 
uppermost in my mind. ' During the last two 
years we have not spent much money on them. 
Those which we have been able to make have 
been of the kind that do not come with the 
expenditure of money, but rather from the 
saving of money, but there are some improve- 
ments that we should not forget in connection 
with the Southwestern. We have two branch 
lines, although one of them is hardly a branch 
Ime— I ^peak of the Midland District— where 
we need to strengthen our bridges. As a meas- 
ure of economy it will do well, because it will 
make our power interchangeable from one 
district to the other. Authority to do that was 
nearly granted some time- ago, but it was with- 
drawn on account of the stress of hard times. 

The Portsmouth Branch is another where we 
have tried to make some improvements. A 
couple of years ago we had a 940 for strength- 
ening the bridges on that branch, and it meant 
a good deal to us. Following out our policy 

we had endeavored as time went on to improve 
the existing bridges and up to the present time 
they are all ready for heavy power, with one 
exception. That bridge is not a very expensive 
one, and if we had a turntable to go with it, at 
the end of the line, we could run big engines 
down the branch. 

We have been urged to economize in every 
way possible and we have tried to do it. When 
old cars have been burned up we have saved a 
lot of roofing, and in line with what some of the 
roads in the west are doing, we are covering 
wooden bridges with it to keep fires from burn- 
ing them up. That is not only preventing the 
bridge from burning and promoting Safety, but 
it is also cutting down our heavy fire damage 
claims on the Illinois Division. We had one 
division where losses were such that we spent 
S23,000 in fire claims. That is a transportation 
charge and of course you all know we hear a 
great deal about transportation expenses. 

The remarks of the morning session about 
the education of men interested me greatly. 
On the Baltimore (S: Ohio Southwestern our 
general manager has allowed us to take some of 
our staff and go to the Pacific Coast and return, 
to see what could be done in the way of edu- 
cating the men to standards which were, per- 
haps, beyond anything we have ever accom- 
plished on our road in the way of cleanliness. 

The subject of cleanliness has always been a 
live one with us, and on all the inspection trips 
that I have made I have heard as much about it 
as about any other one thing. The result has 
been that to date we have sent about twenty- 
five men over lines that are remarkable for 
cleanliness, and the trips have had a fine 
educational efifect. The grounds around our 
shops have shown great improvement. Our 
superintendent of motive power told me a few 
days ago that the beneficial effect of that trip 
on the master mechanics was very evident. I 
mention that to show that we are trying to do 
something towards the education of our men. 
We believe ir^ our men and we think that we 
can depend upon them to take care of our 

Improvements Should be Made 
from Surplus 

By W. H. Averell 

General Manager 

Mr. Chairman and Gentlemen: 

Of the many valuable things that we have 
heard here, one that struck me as particularly 
important was touched on yesterday, namely, 
the desirability of making our improvements 
in the future in part, at least, from our surplus 
rather than with borrowed capital. We are all 
anxious to have improvements, but if we are to 
make them out of surplus this means that we 
must earn the surplus. I think this is an added 
reason, therefore, for our operating in an ex- 


troinoly oconomical inannor during the coniiiig 
year. We often hear that we could do this and 
do that if we had money for such an improve- 
ment or for such an additional facility. The 
past year has shown us very plain'y that we can 
do many things without added facilities, and 
that if we operate during the coming year 
economically we will he able to get along with 
far fewer improvements than we had anticipated, 
and to make the really necessary imjirovements 
out of surplus instead of borrowed capital. 
This is one of the things that we certainly ought 
to try to do. 

It reminds me a little of a story I read last 
night of an enthusiastic baseball man who took 
his wife to the ball game. He was one of the 
rabid cranks who cheer every time anything 
happens in favor of the home team. His wife 
didn't know much about the game and couldn't 
understand why he got so excited. Finally, in 
a very close inning, when the fielder on the 
home team made a wonderful running catch, he 
let go an awful shriek, "wow!" and turned to 
his wife and said. ''Did you see that catch?'' 
His wife looked at him and said, "Yes, I saw it; 
that is what he is there for, isn't it?" It 
strikes me, gentlemen, that one of the things 
we are here for is to plan how we can make as 
many improvements as possible out of our 

Fire Prevention the Best Fire 


By J. D. McCubbin, Jr. 

Real Estate Agent 

Mr. Chuirman and Gentlemen: 

Several years ago the thought occurred to me 
that we could very materially increase the 
rentals on many of the leases and licenses for 
property not used for railroad purposes, and 
since January 1. 1912, we have increased the 
rentals on leases and licenses already in exist- 
ence $22,212.40 per annum, and have made new 
leases and licenses representing an annual 
rental of $16o,39().31, or a total of $187,608.71. 
The $165,000 item, however, does not represent 
an increase, as some of the leases and licenses 
were renewals or changes in tenants. Some, 
however, were new tenants. The total amount 
collected in 1914 for rents was $554,000 of which 
$304,000 was collected through the general 
auditor's office and $250,000 was collected 
through agents, deductions in pay roll and 
through the Real Estate department. 

A month or two since, Mr. Thompson sent me 
a newspaper clipping stating that another 
railroad company was listing the property that 
it had for sale and posting the lists in its sta- 
tions. He asked me if I was doing the same 
thing. As I could not answer in the affirmative 
I asked Mr. Moran to have a list prepared 
showing sales from July, 1905. This shows 
that we have collected from sales of real estate 
$4,090,361.12 from July, 1905, to date. In 

addition to this amount we have sold another 
[)iece of property for $4,000,0(K), the consider- 
ation for which has not yet been collected. 

While I have the floor I would like to make a 
few remarks on the subject of (ire prevention, 
and l)efore I begin I want to exercise my pre- 
rogative as chief of the fire department to 
appoint each and every one of you and each and 
every employe of the Company a member of 
the Baltimore and Ohio fire department. 

I happened to lie at a meeting of the .Mutual 
Fire, rilarine i<: Inland Insurance Company, in 
which the Baltimore and Ohio Railroad Com- 
pany has an interest, and picked up a little 
pamphlet which that company issues quar- 
terly, and to show you how easy it is to pre- 
vent fires I want to read some of the causes of 
fire noted therein. It begins: 

"A large number of fires occur from pre- 
ventable causes, and too many are reported 
from an unknown cause. It is of advantage to 
have the cause investigated and reported on as 
definitely as possible. 

To Buildings, Contents and 
Other Property 


Defective flue or chimney, 

Defective stove pipe. 

Hot coals from grate or stove, 

Ignition of soot. 

Originating in cold air duct of heating plant. 

Overheated stack, 

Overheated stove. 

Overheated stove pipe, 



From chimney, 
From open fire place. 
Attributed to locomotives. 


Foreign current over telephone wires. 
Originating back of telegraph switch back, 
Defective \viring. 
Short circuit. 


Fuel oil pipe leading to oil furnace. 
Oil stove exploding. 


Clothing on steampipes. 

Lighted torch left in locker, 


Thawing out water pipes. 

Outside C.\rsEs 

.Adjacent burning property, 

Adjacent burning grass or brush, 


Hot coals from locomotives. 

Hot cinders. ,^ 

Si)ontan(M)us igiution of greasy clot lung. 



There is a similar list relating to fires to 
rolling equipment and merchandise in transit, 
which I will not take the time to read. You 
will note that most of these fires were due to 
the want of a little forethought. I want to 
take this opportimity to say that there is no 
fire protection as good as fire prevention and 
that fire prevention can only be had by care- 
fulness and cleanliness. 

The insurance fund was established Decem- 
ber 1, 1901. The Board of Directors of the 
Baltimore and Ohio appropriated $250,000 as 
a nucleus. The insurance fund started by 
charging a rate of sixty-five cents per $100 in 
1901, which has been reduced to twentv-five 
cents per $100 in 1914. In 1908 the $2o0,000 
appropriated by the Board was repaid by the 
insurance fimd to the Companv. The value 
of the fund June 30, 1914, was $1,500,000 of 
which $1,300,000 is invested in securities, 
leaving $200,000 to pay premiums and losses. 
The total insurance carried todav is upwards 
of $80,000,000, of which $6,000,000 is marine 
insurance and $74,000,000 fire insurance. The 
l)ercentage of losses to premium is about ninety- 
two per cent. 

The Company has invested a large sum of 
money in fire eciuipmcnt — upwards of $100,000 
having been spent on it at Locust Point alone. 

As members of the fire department I want 
to request your cooperation in the maintenance 
of the fire equipment. If you see a water 
barrel with the hoops falling off you will know 
that there is little or no water in it and the 
fact should be reported to the proper officer. 
We aim to have the fire extinguishers refilled 
in the spring and fall of each year so they will 
at all times be ready in case of an emergency. 
Where there are fire hvdrants the hose should 

be attached to the hydrant and the wrench 
ready for use so that the water will be im- 
mediately available in case of fire. 

Continuous Home Route Card, 

Properly Used, A Great 

Money Saver 

By W. G. Curren 

Assistant General Superintendent of 

Mr. Chairman and Gentlemen: 

In handling cars there is a great opportunity 
to save some of the money which we would like 
to spend in improvements. Our greatest 
trouble to date has been to get the card put 
into intelligent and rcsultful use. Our yard- 
masters and agents seem to regard it as a 
piece of pasteboard that they have to have in 
order to get a conductor to move a car, in 
the same manner as when Form 229 M. T. was 

There is quite a history connected with the 
origin of the continuous home route card. Its 
use has been advocated for perhaps ten years. 
It was given up at the time an endeavor was 
made to have a car pool. And this, by the way, 
would ])e the solution of our problem. It 
would be the means of saving thousands of 
dollars in per diem, but the railroads can not 
seem to agree upon it because some of them 
seem to think that their eciuipment is better 
than that of others. As a result, therefore, the 
continuous home route card has been revived. 

A Baltimore and Ohio car loaded at New 
York for San Francisco goes to destination, and 

SO THAT a complete record may be kept of all games played in the 
Thompson Challenge Cup competition, team managers are requested to 
send scores to Dr. E. M. PARLETT, chief of Welfare Bureau, Baltimore 
and Ohio Building, Baltimore, Md., as soon as possible after games are played. 
Please use the score cards that have been furnished the team managers, addi- 
tional copies of which will be furnished on request by the Welfare Bureau. 

There is not enough space in the Magazine to enable us to publish box 
scores of the preliminary games. Hence, we have sent specially prepared 
score forms to the superintendents for distribution to team managers. The 
notation on these calls for all the information that the Magazine can handle 
at this time. Please use them without fail. 

'■* = 


;i SoutluMii I'.Mcific likewise j^oos loaded <<> N(>\v 
^■()l•|^. During times of smplus eaeh of lhos«' 
cars is returned the entire distance empty, at 
an expense for hauling in addition to the forty- 
live cents a day cost to the owner. We do the 
same thing that other I'ailroads do in moving 
foreign cars off tlu^ line empty. If we did not, 
during times of surplus our yards would become 

The continuous home route card is nothing 
more than a record of a car from the time it 
leaves owner's rails until it arrives at its present 
location. It shoAvs the complete junction points 
by which the car traveled from road to road. 
Let me illustrate: under a continuous home 
route card, if a Boston & Alainc car were loaded 
at Boston for Chicago via B. 6c A. and the New 
York Central Railroad, and at Chicago were 
reloaded for Pittsburgh, via Baltimore and 
Ohio, we would have a right to deliver that car 
to the New York Central at our nearest junc- 
tion, instead of being forced to haul it back to 
Chicago as was the case prior to May 1. And 
just here is where we are falling down in not 
looking over records shown on cards and short- 
routing cars. Cards which are taken up after 
completing their journey are supposed to be 
sent to ]\Ir.Malonefor inspection, but as very few 
are being forwarded to him, he does not have a 
chance to watch the matter as closely as he 
would if the proper information were given him. 

Instead of studying the record on the card 
and short-routing, it seems to be the practice 
of our people to take our home route junction 
shown thereon {i. e. junction where we received) 
and bill the car to that junction on Form 229 
M. W. (empty car carway-bill). 

Under the continuous home route card a 
railroad is obligated to accept a foreign car at 

otluM- than th(> junction at which delivered ofT 
its rails, provided it does not hav(.' to perfoirn 
an empty mileage in excess of the loaded 
mileage enjoyed. My observation is that 
some other roads are doing good work along 
these lines. Unfortunately the continuous home 
route card has not been universally adopted. 
Th(> roads west of Chicago have not taken 
it up. But the Baltimore and Ohio was among 
the first to take it uj) and 1 would like to see 
us be one of the first railroads to get the great 
benefit from it which is entirely j)ossible with 
proper support from all interested. 

Record of Efficiency in Signaling 


By F. P. Patenall 

Signal Engineer 

Mr. Chairman and Gentlemen: 

We have made a strenuous effort to get as near 
the 100 per cent, of efficiency mark as possible 
in the work of our department. Our record 
for the month of Ma}' was 99.98 per cent. We 
find it very difficult to improve on that figure, 
but we are not satisfied that it is good enough. 

Twenty-eight years of service with the 
Baltimore and Ohio Railroad has given me an 
opportunity to watch the fluctuations in expen- 
ditures for signaling. In some years very 
little money was spent because our funds were 
needed in other directions. Latterh', however, 
the management has been much more inclined 
to consider us as a necessity rather than a 

July 1 at St. George 

July 4 Leave 

July 7 . . Leave 

July 10 Leave 

July 13 Leave 

July 16 Leave 

July 19 Leave 

July 22 Leave 

July 25 Leave 

July 28 Leave 

July 31 Leave 

August 2 Leave 

August 5 Leave 

August 6 Leave 

August 12 Leave 

August 13 Leave 

August 16 Leave 

August 19 Leave 

August 22 Leave 

August 25 Leave 

August 28 Leave 

August 31 Leave 

September 3 Leave 

September 6 Leave 

September 9 Leave 

Jersey City No. 

Philadelphia No. 

Baltimore No. 

Brunswick No. 

Cumberland No. 

Grafton No. 

Parkersburg No. 

Chillicothe No. 

Cincinnati . . . ^ No. 

Seymour Nc. 

Flora No. 

St. Louis Nc. 

Cincinnati No. 

Dayton No. 

Cincinnati No. 

Newark No. 

Wheeling No. 

Parkersburg No. 

Pittsburgh No. 

Connellsville No. 

New Castle Junction . No. 

Cleveland No. 

Garrett No. 

Chicago No. 

1 . 

2 . . 
723 . 
704 . 





For Philadelphia 

For Baltimore 

For Brunswick 

For Cumberland 

For Grafton 

For Parkersburg 

For Chillicothe 

For Cincinnati 

For Seymour 

For Flora 

For St. Louis 

For Cincinnati 

For Dayton 

For Cincinnati 

For Newark 

For Wheeling 

For Parkersburg 

For Pittsburgh 

For Connellsville 

For New Castle Junction 

For Cleveland 

For Garrett 

For Chicago 

For Baltimore 

— ^ 



In the fiscal year 1914 we spent for signaling 
about $223,000.00, and a sum not to be compared 
with the expenditures of the three previous 
fiscal years. The reason for this is well known. 
However, times look brighter, and I hope that 
this year our record of installing signal appli- 
ances will not fall short of previous years. 
After what Mr. Stimson has told us as to main- 
tenance expenses. I feel that we can continue on 
a good solid basis with proper, not to say lavish 
expenditures, without sacrificing safety. 

The signal department saved a little money 
during this fiscal year and, taking the reduction 
in expenses and other economies effected, we 
are safe in saying that the maintenance cost 
of signal appliances for this fiscal year was 
$100,000.00 less than in the last fiscal year. 

We have about $1,800,000 invested in auto- 
matic signals today, all of which has been 
installed since 1901. Our 344 interlocking 
l)lants have nearly all of them been installed 
since 1888; so that"'the value of signal appliances 
in service today is about five and one-half 
million, practically all having been installed 
since 1890. Automatic signals have been in- 
stalled at the rate of one hvmdred and twenty 
a year, so that unless we get busy, we will not 
keep up with our past records. 

There are a great many things in connection 
with signals that the operating department 
thinks ought to be perfect, but after all we are 
compelled to rely on the human ecjuation. We 
have to insure good construction and good 
maintenance, and then we must insist on intel- 
ligent operation. When wchave those combined 
we can produce efficiency. 

How Defects in Material Occur 

J. R. Onderdonk 
Engineer of Tests 

Mr. Chairman and Gentlemen: 

One of the numerous things devolving on 
our department is the inspection and testing 
of material. The assistant purchasing agent 
has told us that in normal years we pur- 
chase about $20,000,000 worth of material, 
not including new ecjuipment, — that is, twenty 
cents out of each dollar that we earn. Of 
course, we try to get the best material 
necessary to construct the parts in question, 
and, in order to buy it economically and effi- 
ciently we have in use about 110 specifications 
for material. In testing material during a nor- 
mal year we make about 30,000 reports on it. 
In addition to that we make about 1,300 tests 
on oils and about 3,775 chemical analyses. 
Each one of these reports covers quite a number 
of tests, so that the actual number of deter- 
minations made in a year is about a cjuarter of 
a million. We get all kinds of material, the 
purchasing agent sending to us to test any- 
thing from wrapping paper up to a complete 

I have heard it stated here that we should 
treat our men with the utmost consideration, 
and I would like to say a few words in behalf of 
the proper treating of material in order to get 
the best results. It does not kick back imtil 
it fails. Being located at Mount Clare, I 
probably hear troubles there at first hand more 
than anywhere else. A boiler foreman will 
run in and say, "I have a bunch of boiler rivets 
that are no good." We try the rivets and find 
they are good material, and in looking into the 
matter we find that the sheets were probably 
not drawn closely enough together before 
driving the rivets, and the spring was enough 
to overstrain the rivet while hot with conse- 
quent break when it cools. It was not a 
question of defective rivet, but of not riveting 
it properly. 

The question of axles often comes up — an im- 
portant question because if one fails it is liable 
to cause considerable damage. So please re- 
member that in machining the axle it is well to 
have sharp edges of every kind or sharp corners 
eliminated, to avoid the starting of a crack. 
Furthermore, we should see that the axles are 
removed before they are worn out, — that is, 
worn below the limit where further use would 
make them unsafe. 

Lately we have had some of the larger tender 
axles fail, and it has transpired that at some 
j)revi()us time they had run pretty hot. .An 
ordinary steel axle has a tensile strength of 
about 80.000 i)()unds per square inch. If that 
comes to a red temperature the tensile strength 
is reduced to about 35,000. If we have a very 
hot journal — and some of them get pretty hot 
at times — and the load stands on that journal, 
it will start a crack on the surface of the journal 
somewhere. If that journal is trued up and 
put back in service, the crack will gradually 
extend until it finally weakens the journal to 
such an extent that it breaks off. 

In forging material at our own shops, it is 
often injured by sacrificing quality for output — 
the material is damaged to such an extent that 
it fails shortly after going to service. This 
may be due to overheating it, overstraining it, 
or by materially reducing the section below 
what it should be, by carelessness in handling 
forging machines. 

Then again material should be applied with- 
out overstraining. Otherwise these initial 
strains, together with the service strains, will 
be enough to cause failure. This is noticeable 
in applying fireboxes to boilers and in the 
boring and moimting of wheels. 

The question of failure is some times due to 
defective material; very often it is due to the 
service given it; but in order to determine this 
it is necessary to have all the facts and condi- 
tions of the failure. 

An important defect that has come to our 
notice in the last two years is the interior 
defect in rails, called the transverse fissure. 
This fissure is in the head of the rail, and it 
starts from a crack in the interior where it can 
not be seen, and gradually extends until the 
rail may break. 



In order to get the information and determine 
the exact cause of this it is particuhirly essential 
that we get information complete as to the 
failure, the location of the rail in the tracks, 
whether on a curve, tangent and high side, or 
the location of the fracture in relation to the 
ties; in fact everything connected with it. 
After having that and determining the quality 
of the rail we may determine just the cause of 
these cracks developing. 

We need additional facilities for our testing 
department and laboratories. In fact we have 
drawn up plans for a new building, which we 
hope may some day house the Baltimore and 
Ohio Test Department. 

Stereopticon Lectures Available on 

Many Subjects of Interest to 

Baltimore and Ohio Men 

By W. E. Lowes 

Assistant General Passenger Agent 

Mr. Chairman and Gentlemen: 

The exhibition of pictures in modern times 
is becoming an absolute necessity in all adver- 
tising propositions. The Baltimore and Ohio 
Railroad has an interesting story to tell, and 
is prepared to present this story in pictures 
so that the impression can be stamped indelibly 
on the minds of those who hear it. 

As was said last night, "It is the first railroad 
of America, and the first railroad for j)assenger 
and freight in the world. It is also a railroad 
with imparalleled scenery." We, therefore, use 
in our advertising the phrase: "The Scenic and 
Historic Railroad of America." 

The photographic department has become 
one of the most important factors of our division 
of the service. It is continually growing, and 
is now used by all the other departments of the 
railroad. It originated with the passenger 
department some twenty years ago, to be used 
entirely for advertising features; now it is an 
adjunct to all divisions of the service. We have 
something over 20,000 negatives. 

The taking of photographs is the best means 
of making a record of things that arc going on; 
things that have been, and things that are, and 
in the course of years you can realize how valu- 
able the i)hotograi)hic department has become. 
It has placed us so that on very short notice 
we can tell the public everything th(\v want 
to know concerning our railroad j)ict()rially. 
either the scenic or historic, mechanical or 
engineering phases. We are called upon to 
make photographic records for use in important 
real estate and law cases, and many times we 
have been the means of saving the railroad 
thousands of dollars. 'I'he department should 
therefore be considered fiom an <'c(ni() 
standpoint, rather tliMii one of expense. 

As I have said, we have a most interesting 
story from an historical and scenic; point of 
view. There have been c]uitc a number of these 
illustrated lectures delivered. We are prepared 
to arrange our illustrations to give fifty or sixty 
different lectures. Nearlv all of the large 
cities on the line can be discussed pictorially. 
Then there is our railroad history; the story of 
the various American wars, wherein battles 
were fought on or near our lines, from the 
French and Indian War to the (.'ivil War; its 
scenic features; its engineering, mechanical, 
and electrical achievements; the evolution of 
the locomotive, etc., etc. 

We are often called upon to lend lantern slides 
to be used by lecturers, both professional and 
amateur, for the entertainment of organized 
bodies, clubs, societies, churches, etc. For 
instance, last night there was a lecture given by 
a professional, who prepared his own printed 
matter and cards, advertising "The Picturesque 
Baltimore and Ohio Railroad from Baltimore 
to Pittsburgh." He called at the office one day 
after the illustrations had been selected for 
the Deer Park meeting. We fortunately had 
duplicates to enable him to deliver his lecture 
on the same night that we were using the slides 

Some time ago the bankers of Xew York 
asked me to come to their club on Wall Street 
and accjuaint their members with the Balti- 
more and Ohio property. In their invitation 
they stated, notwithstanding the fact that they 
were the men who wrote up the stocks and bonds 
of the railroad, that they were not j)ersonally 
familiar with the physical propert\'. and would 
like me to educate them as best I could. There 
were 250 present and my talk lasted from eight 
until ten o'clock, and covered 175 slides, touch- 
ing upon the railroad history, general history, 
evolution of the locomotive, Magnolia Cut-off, 
and other new engineering features, to show 
where money was spent in construction. We 
also told them the war history, displayed its 
beautiful scenery and showed them how a 
railroad could suffer over night, by fire and 
flood, giving them generous illustrations of the 
Baltimore fire and the floods in Ohio, Indiana, 
and Illinois. 

We have something like 600 different slides. 
I was asked how long I could talk tonight, and 
I said eight hours, but that I could not begin to 
tell the story as it ought to be told, and merely 
refer to the most important events and scenes, 
in less than two hours. As my time is limited 
to less than that tonight, I have arranged to 
take you cjuickly over the railroad, starting 
from New York, and merely give you an idea 
of what it is possible for us to do, stopping at 
such cities as Baltimore and Washington, and 
at Harpers Ferry, long enough to give you an 
insight into the pictorial possibilities of the 
Baltimore and Ohio Railroad. 

We are now passengers leaving Xew York 
on one of the steel tiains w<* showed you 
last night, on a sight-seeing expedition, picking 
up our inforiMMt ion as we travel from e;ist ttt 
west. (The lecture then followed.) 

Second Season of the Baltimore and Ohio 
Glee Club Ends With Splendid Concert 

Many Officials Among the Fourteen Hundred 
Employes Present 

THE second season of the Baltimore and 
Ohio Glee Club was splendidly- su?cessful. 
A number of concerts for churches and 
other charitable enterprises and for various 
Company organizations were given during the 
year, and the hard work of the boys, after thirty- 
three rehearsals, was cjuite evident on the night 
of the annual concert, May 10, under the direc- 
tion of Hobart Smock. 

Without the assistance of a number of indi- 
vidual employes and of the Company itself, 
the club could not have hoped to present so 
interesting an evening's entertainment as was 
given. Hence at the very outset of this article 
the members have asked the writer to thank 
individually and collect iveh" all those who 
helped. Especial gratitude is expressed to 
C. A. Thompson, signal supervisor of the Balti- 
more Division, who, at the sacrifice of a good 
deal of his own time, prepared the most realistic 
>^tage setting which is shown in the accompany- 
i ig illustration. Gratitude is also due the 
Haltimore and Ohio Orchestra, which, in a 
measure, has been fathered by the Glee Club, 
for its part in the performance. It played 

The club was particularly favored by the 
weather man, for the night was clear and cool. 
The audience began to arrive about 7.30 and 
as soon as they came in sight of All)augh's 
Theatre in Baltimore, where the concert was 
held, must surely have felt at home. For on 
each of the stone abutments leading out from 
the theatre on Charles Street, was a large Balti- 
more and Ohio Safety First illumination, painted 
in colors, which shone so that it could be seen 
for a distance of seventy-five to one hundred 
yards. Huge posters were on both the bulletin 
boards and the electric illumination above 
showed the name "Baltimore and Ohio Glee 
Club" far up and do\Mi the street. Over the 
electric sign the huge blue and gold banner of 
the railroad was hung from the top of the 
theatre and swung gracefully in the cool night 

In the lobby over the ticket booth the sign 
"All reservations gone" (in railroad parlance) 
indicated that all reserved seats for the con- 
vrvi h.ul been sold. And it m:iv here be s.iid bv 

way of explanation that in planning the sale of 
tickets the Glee Club arranged to have fifty 
cent unreserved seats in the orchestra circle 
and the balcony as well as in the gallery so that 
all employes would feel that any part of the 
house was open to them if they cared to come 
early enough to get the choicer seats. 

On the left hand side of the gate admitting to 
the inner lobby was the big poster bulletin out- 
lining the itinerary of the "Trip to Songland." 
flanked on the other side by the "Train Bulle- 
tin," giving the time of arrival, etc. Both 
of these can be seen in the accompanying 
pictures. The four entrances to the orchestra 
floor had signs over them lettered respect ivelv 
"Track 1," "Track 2," "Tracks," "Track 4," 
and the entrances to the balcony and gallery 
were indicated by the signs: "Track 1, Upper 
Level," "Track 2, Upper Level." In addition, 
all the posts and wainscoating in the lobby were 
profusely decorated with the railroad colors, 
red. white, blue and green, signal flags and 
bunting having been used for this purpose. 

When one entered the orchestra floor he was 
greeted by Baltimore and Ohio messenger boys 
in uniform, who distributed j^rograms and the 
tickets for the dance, which was held in the 
Belvedere ball room later in the evening. He 
also recognized the familiar faces of a num- 
ber of our conductors, among them Jenkins. 
Lee, Reese, Shipley, Tierney. all from our 
Main Line Division, who did the ushering. 
Their courteous and efhcient handling of the 
guests and the appearance of their attractive 
uniforms and service stripes, added much to the 
pleasure of the occasion. Their presence 
quite completed the scheme of the "Trip to 
Songland," for the ticket takers in the lobby 
were Messrs. Smith and Chew, train callers at 
Camden Station, and the man in charge of the 
tickets was Mr. Julier, ticket seller at Camden 

The auditorium itself was lii)erally festooned 
with railroad flags and bunting. Garlands of 
flags hung from the ceiling and every available 
post and bit of wainscoating was covered with 
the familiar railroad colors. In the front of 
both the orchestra and balcony stag*' boxis 
S.ifrly I'irsl (l.igs storul out |)rominenlly .uid 



over the proscenium arch the Safety First ban- 
ner inscribed in facsimile witl) Mr. Willard's 
well known 'Safety Above Everything Else," 
and loaned for the occasion by the New York 
Division, was hung. To crown the whole scheme 
of decorations an enormous United States flag 
was suspended from the roof and fastened by 
its lower corners to the top of the stage. 

The entertainment had been scheduled to 
start at 8.00, and was ready to begin on time, 
but on accoimt of its being an unusually early 
hour, the audience did not comfortably fill 
the auditorium until 8.10. Incidentally, our 
officials set us a mighty good example in this 
respect, Mr. Willard an(f others of his staff 
and their guests, being in their seats before eight 
o'clock. The club particularly appreciates the 
interest shown in the concert by the patron- 
esses:Mrs. DanielWillard. Mrs.Cleo. ALShriver, 
Mrs. Arthur W. Thompson, Mrs. Charles ^\'. 
Galloway. Mrs. Francis Lee Stuart, Mrs. Frank 
H. Clark and Mrs J. T. Leary. The programs, 
which had been gotten up to imitate the stand- 
ard blue time-table folders used by the Com- 
pany, contained a very full exposition of the 



Glee Club Station 



Dance LAND 

program, with the words of the songs and 
brief explanatory notes concerning their char- 
acter and composers. 

Promptly at 8.10 the house was semi-dark- 
ened and while the people were still coming in, 
about thirty of the beautiful scenes which are 
so common along our right-of-way, were shown 
by stereopticon. This took but a few minutes, 
when the curtain was quickly dropped and 
raised again, disclosing the thirty-six members 
of the Baltimore and Ohio Orchestra with 
C. Sherman Knight at their head. Perhaps 
the playing of the orchestra was the big sur- 
prise of the evening, for it was known by many 
of those in attendance that fewer than a dozen 
rehearsals had been held. Certainly the quality 
of the music and the skill with which it was 
played, were gratifying indeed. The Poet 
and Peasant Overture, the o})ening musical 
niunber on the program, was given with spirit 
and elicited hearty applause. No encores 
could be allowed, however, on account of the 
length of the program. 

W h o o o o o o o — W h o o o o o o o — W h o o 
Whoo! — two long and two short blasts shrieked 
from a big locomotive whistle worked with 
compressed air "back stage." A train was 
approaching a crossing. Up went the cur- 
tain and there, on the stage, was an extremely 
artistic and realistic reproduction of a railroad 
crossing out in the country. It was more than 
an imitation, for all the material used, the 
track, the ties, ballast, etc., were of real steel, 
wood and stone. The crossing gates were up, 
and the signal (electrically operated) on the 
side of the track, was in ''Stop" position. 
But in response to the signal of the approach- 
ing engine, the arm of the signal moved to 
"Clear," showing the white light, t\w. gates 
were lowered by "Happy John" Hall of Camden 
Station, who was there, lantern on arm and 
fulfilling the duty of crossing watchman, the 
Bryant Zinc crossing l)ell and signal began ring- 
ing and Hashing, — all done simultaneously 
and in accordance with strict railroad j)ro- 
cedure. Then a^standard Baltimore and Ohio 
hand car carrying eight members of the 
Glee Club dressed as sectionmen rolled up the 
track and stopped just beyond the crossing. 
They were singing "I've Been Working on the 
Railroad" in "close harmony," and at the con- 
clusion of the song and when the applause from 
the audience had subsided, a member of the 
gang looked back along the track, whence 
the car had come, and said to one of his 

"What crowd is that following us down the 

"I don't know," was the reply, "l)ut I heard 
that the Baltimore and Ohio Glee Chib 
sent an ultimatum to the Company last week 
stating that if they were not allowed to give 
a concert tour of the Systeni, they would re- 
sign and go on a barn-storming tour on their 
own hook. Someone said they hit Brunswick 
last night, had only fifteen people in the au- 
dience, that the hotel proprietor took their 
suit cases and all clothes except their dress 
suits because they couldn't pay their hotel bill. 



and that now thoy are hiking it hack to Balti- 
nioro along: the right-of-way in search of IIumt 

At this moment the headers of the Glee Chib 
troiiped into sight in their dress suits. They 
confirmed the story just tohl about them and 
when a song was demanded l)y the section 
gang, the members of the Chib marched on the 
stage and took their phices for tlie fii'sl gh^e 
numl)ei' on \hv i)r()gram, llie "Soldiers' ('horns'' 
I'lom l^'aust. 

It n(HHl hardly l)e said her(^ that the dia- 
logue about the Glee Club having demanded 
that they l)e allowed to make a tour of the 
System, was used in jiure fun, and only for the 
purpose of having a plausible excuse for getting 
the singers into the railroad scene on the stag(\ 
The members of the Club are unanimous in 
their appreciation of the recognition given 
their organization by the Company and if any 
barn-storming tour is ever started, it will be 
at the request and under th^ auspices of tlu> 
Baltimore and Ohio. 

The ''Soldiers' Chorus" was followed by the 
soft but full and rich chords of "When Stars 
Are in the Quiet Skies," and this in turn by 
* 'Merrily On," a gladsome song of the sea, in 
the chorus of which the rhythmic movement of 
gently rolling waves is realistically imitated 
by the voices. 

After these first three songs the singers left 
the stage, the section gang went back to their 
hand car, the gates were lowered, the crossing 
bell and signal again began to operate and the 
other Main Line signal was thrown to "Clear," 
so that the gang could make its exit. 

The whole operation of the railroad apparatus 
was absolutely true to standard practice, ex- 
cept, of course, for the fact that usually a hand 
car does not carry as big a locomotive whistle 
as the one used, nor have as much attention 
paid to it by signals, watchman, bells and — 
shall we say — audience. 

Two oriental songs, "Ishtar" and "The 
Dance of Swords," by Charles Gilbert Spross, 
were then sung with rare feeling by Mr. Joseph 
Mathieu, the tenor soloist. Air. Spross and 
Mr. Mathieu have been doing a good deal of 
concert work together during the past winter 
and their close association has developed a 
perfect understanding between them. The 
songs themselves were delightful, having the 
rich color and fullness of feeling of the Orient. 
Mr. Mathieu responded to the prolonged ap- 
plause w^ith a charming encore. 

Perhaps the most beautiful choral song on 
the program was then sung by the Glee Club. 
It is called "Evening Song" and breathes the 
quiet and repose and solemnity which comes 
with the hallowed hour just following sun down. 
This was varied by an attractive little topical 
song from the German, "The Beetle ancl the 
Flower," and in special honor of the presence 
of Mr. Spross, "Alammy's Lullaby," which is 
an arrangement of Dvorak's "Humoresque" by 
Mr. Spross, was given. The club has never 
sung it better. 

The second appearance of the orchestra with 
the selection, "Wedding of the Winds," by Hall, 

was greeted with applause, which showed by its 
spontaneity that the audience fully aj)preciafe<l 
the splenclid effort being made by this, our 
youngest musical organization. It is a difficult 
piece with great variety in expression, but our 
musicians seemed to catch its spirit thoroughly 
and i)layed with fine feeling. 

It is not often that any audience is treated to 
more delightful i)laying than t hat of Mr. Si)ross. 
His selections were: "I-^tude Melodiciue," by 
Kaff; his own "Barcarolle;" and "Scherzo-\'alse" 
by Moszkowski, followed by an encore, which the 
audience insisted upon. Music loveis of Balti- 
more who attended the concert, and who hear 
the finest musical talent that our principal re- 
citals afford, expressed the greatest gratifica- 
tion at Mr. Spross's extremely ])leasing playing. 
It was quite evident that he was in thorough 
sympathy with the whole spirit of the evening. 
He kn(>w intimately one or two of the members 
of the Glee Club, had come to i)lay at their 
invitation, and did his full share toward making 
the entertainment so successful. To him and to 
Mr. Mathieu the club feels deeply indebted 
and on the other hand is greatly pleased to 



know fioiii k'ltLTS recently received from l)otb 
of these soloists, that they thoroughly enjoyed 
their brief stay in Baltimore and their part in 
♦ ho concert . 

The next number was the stirring sextette 
from "Lucia de Lammermoor," witli English 
words, and arranged so simi)ly and yet with 
such fine strength that it made a particularly 
happy number. It was unfortunate that early 
in the evening the arrangement of the scener}- 
and the depth of the stage had prevented the 
full flow of choral tone from reaching the 
audience. At this part of the program, how- 
ever, this defect was corrected, and the great 
improvement in the singing was quickly noticed. 
A very sw^eet melody of plantation love, embody- 
ing the finest sentiment and affection, "Vira," 
was then given. This was followed by a hu- 
morous selection, called "Pharisee and Sad- 

Mr. Mathieu showed the richness of his 
beautiful lyric voice in the next four numbers: 
"I Love and the World is ]\line," "A Rose 
Garden," "My Marjorie," and "The Wind," all 
written by Mr. 8i)ross. As the musical critics 
said in the Baltimore jjapers after the concert, 
there is a rareness in the quality of Mr. Ma- 
thieu' s tone which is unusually pleasing and the 
sympathetic understanding between him and 
his accompanist was again evidenced. 

The Glee Club had hoped all during the season 
to be able to give its entire program without 
having to use music, but on accomit of some last 
minute changes in the numbers selected, this 
was deemed impracticable. There are very 
few male choruses who attempt singing any of 
their songs without music, however, and it was 
interesting to note, therefore, that the next two 
numbers, "Kentucky Babe" and "Honey, I 
Wants Yer Now," were sung without music. 
The advantage of this was immediately evi- 
dent. The boys were able to throw their whole 
enthusiasm and attention into the movement 
and meaning of the songs, and they were never 
sung better. Incidentally, the Glee Club 
hoi)es some day to be able to give an entire 
l^rogram without reference to any music. The 
concluding choral number on the program, 
"Bedouin Love Song," has been a glee club 
favorite for a number of years. It is an ex- 
tremely difficult number of high range and 
embraces the tenderest strains of love, and at 
the same time, the most passionate. The 
modulations necessary to its proper interpreta- 
tion were beautifully carried out imder the able 
direction of Mr. Smock and the concluding 
thrilling passage was sung with splendid 
climatic effect. 

Three new verses had been written for the 
"Officers' Song," which was then given, and as 
they touch upon the personalities and work of 
some of our more prominent officials, they are 
reprinted herewith: 

Here's to Oscar Murray, dean 

Of our officers — He's alw^ays keen 

To help all Company stunts — you see, 

He took and he smiles in STAGE BOX "B." 

Here's to George M. Shriver -plus 
And minus signs cause him no fuss, 
^Vhen plus signs show (we hope they may). 
That to strong reserves we're on the way. 

Here's to J. T. Learv, shark 

At doing sums— BUT— he's made his mark. 

By adding kindness to his job, 

That's why his men say he's SOME nabob. 

The other familiar verses to president Wil- 
lard, third vice-president Thompson, general 
manager Galloway, chief engineer Stuart, 
general superintendent of motive power Clark, 
supermtendent of telegraph Selden, signal 
engmcer Patenall, general superintendent of 
transportation Kearney, real estate agent 
McCubbin, engineer maintenance of way 
Stimson and the final verse to all Baltimore 
and Ohio men, 

Here's to every man of you 
Whose heart is right, whose aim is true, 
^^e'll make our mighty railroad throb. 

were also sung with a good deal of ginger and 
"pep." Of course, the somewhat personal 
allusions in these verses were heartily appreci- 
ated by the audience. 

Edmund Leigh, general superintendent of 
police, and president of the club, then stepped 
to the front of the stage and told the audience 
something of the work and aims of the organi- 
zation. He referred to the fact that it had been 
absolutely self-supporting since its inception, 
that it was in a healthy financial condition and 
that by giving its services to charitable and 
other worthy organizations it had endeavored 
to be of some use to the community and the 
Company. He spoke in particular of the trip 
w-hich the members of the club made to the 
Fresh Air Camp at Fallston Farm last summer, 
where they sang for about 300 of the poor chil- 
dren of the city and then concluded their after- 
noon's work by raising among their members 
enough money to donate two beds for a whole 
season for the ^enlarged work of the camp. 
Toward the close of his remarks, Mr. Leigh 
mentioned the names of several of our officials, 
aniong them that of president Willard, when 
cries of "Speech, Speech," came from all parts 
of the auditorium. 

Mr. Willard responded most graciously. He 
said that he was gratified at the splendid spirit 
show-n by the club, particularly in its manifest 
desire to be of service to other organizations 
from which it could hope to get no return. 
He confessed to an inadequate idea of the club's 
activities, referred to the fact that Mrs. Willard 
had been glad to attend the concert and with 
him had enjoyed it to the full, and said that it 
was his hope and determination to attend every 
similar future concert. 

It is unfortunate that no provision had been 
made to take down Mr. Willard' s remarks 
verbatim, for in addition to their being felici- 
tous and gracious, they were decidedly to the 

{Continued on page 112) 

Gratifying Results of Fuel Meetings on 
Toledo Division 

By A. E. Sterrett 
Secretary of Meeting 

This is publishel as an illustration of how much can be accomplished at 
a fuel meeting which is properly conducted and where all those in attendance 
Ro to give and to get something. With many such meetings being held, it is 
apparent that there is not space available for the publication of the proceedings 
of each one. — Ed. 

THESE meetings are having great success on 
the Toledo Division — the men enjoy them, 
they give the divisional officers an oppor- 
tunity to talk directly to the men and to drive 
home points of importance and there is no cuies- 
tionbut that the meetings result in a uniform 
understanding of rules and special instructions. 
This report is published with the hope that it 
may serve as a model for successful fuel meetings 
on other divisions. At this meeting, held at 
Lima, O., on April 4, the following were pres- 
ent: j\I. P. Hoban, road foreman of engines: 
O. R. Stevens, road foreman of engines; M. 
S. Kopp, trainmaster; H. W. Brant, division 
operator. Engineers: A. E. Ransbottom, B. F. 
Taylor, J. G. Bogart, W. B. :Miller, S. H. 
Hartsing, J. Dolin, George Shoemaker, J. R. 
Bowers, G. P. Bowers, B. D. Cool. Firemen: 
H. Vorpe, C. O. Shalmadine, C. H. ■Slatthiea, 
A. N. Simons, R. E. Davis, A. R. Klueter, 
C. V. Weldy, C. ]M.»Tschuor. Brakemen: C. G. 
Jones, J. F. Reed, D. R. Shreeve. Conductors: 
S. H. Erwin, P. E. Leppert, W. A. Beckman, 
L. Schnell. 

After the meeting was called to order by Mr. 
Stevens, the subject of automatic blocks was 
taken up and discussed, several of the men 
having questions to ask. 

Mr. Kopp then called the meeting's attention 
to a number of recent accidents oh other roads. 
The importance of strict compliance w'th rules 
was shown, and also the importance of using 
good judgment in fogs or bad weather, when 
signals are hard to distinguish. At such times 
conductors should see that flagmen make good 
use of fusees. 

At the last meeting held in Lima, the question 
of railroad crossing stop was brought up, and 
one of the men asked if a train approaching 
Leipsic Junction and stopping within 800 feet 
of crossing, cutting engine off and doing work, 
when again coupling up to train and starting, 
should make another stop for the railroad 
crossing. It was explained that if the first 
stop was made in accordance with the law 
(not more than 800 feet nor less than 200 feet 

from the crossing), the statutory stop had been 
made, and it was not necessary to make another 
stop, but if the train stopped beyond the 800 
foot limit, it would be necessar}- to make 
another stop. 

A case was cited where a train in manual 
block territory had reported clear at a station 
and then cut engine off and occupied the main 
track under flag in doing station work, this 
being done after a passenger train was due by 
the next open block station. This was shown 
to be wrong, and instructions were issued that 
after reporting clear of main track a train 
should stay clear until after the train to be 
met or passed arrives. 

The importance of reporting switch lights 
found not burning was called to the attention of 
those present. Reporting these switch lights 
is a means of securing prompt action in remedy- 
ing the trouble and saving delay to trains. 
The importance of properly closing all switches 
and of taking care of the locks was also em- 
phasized. The expression of the men was that 
switch lights on the Toledo Division were 
being kept in good shape. 

Mr. Brant spoke on the importance of strict 
observance of rules covering the use of auto- 
matic blocks. An automatic block, when in 
stop position, means slop, and no excuse can be 
taken for failure to observe the rules. A 
number of questions were taken up, and the use 
of automatic blocks at a number of places was 
explained, as well as the use of the signals at 
Hamilton, Pan Handle Junction, and AX Cabin. 
The importance of engineers and firemen calling 
to each other the positions of all signals was 

At the last meeting at Ivorydale it was 
mentioned that the signal at Second Street, 
Dayton, showed same position whether going to 
East Daj'ton or North Da3^ton, and the sugges- 
tion was made that another arm be put on th? 
mast so as to indicate one of these routes. 
This matter was again discussed, and it was 
shown that another arm was not necessary, if 
the rules were properly observed in approaching 




cin interlock. Approaching trains should sec 
that track is lined up in the dixection they want 
to go. 

Mr. Hoban spoke of the good attendance at 
the last meeting held at Ivorydale, the good 
attendance at this meeting, and of the interest 
shown by those present. It is apparent that 
the object of the meetings is being realized, 
and the men are taking advantage of them. 
He also spoke of the good showing being 
made in fuel economy on the Toledo Di\'ision 
compared with other divisions of the Balti- 
more and Ohio, and asked the cooperation 
of all the men in keejMng their division at the 
front. He then 
spoke of smok(^ 
violations, espec- 
ially on passen- 
ger'trains, telling 
of a recent trip 
on a special when 
criticism w a s 
made of the 
amount of smoke, 
and on the next 
trip, with the 
same company, 
c o m p 1 i m e n - 
t a r y re m a r k s 
were made on the 
absence of smok(>. 
The traveling 
public notices 
such things, and 
it is necessary 
that we make a 
good impression. 
Mr. Hoban cau- 
tioned the men 
regarding smoke 
violations in and 
around C'incin- 
nati. We have 
been doing fairly 
well, but still 
more is expected. 
Careful work will 
eliminate the 
nuisance all over 
the road, and by 
a 1 w a }' s being 
careful we will 
avoid criticism. 
He showed that 

practically all violations were caused by not 
keeping a proper watch, and that getting ax 
means that every one will get into trouble. He 
called the men's" attention to the fact that a 
crew on another road had been arrested and 
fined for a violation at Cincinnati. In this case 
it was shown that engine was properly ecjuipped 
with smoke abating devices. 

The paper on the use of the superheater, which 
was read at the last meeting at Ivorydale, was 
again read for the benefit of those who were not 
present at the last meeting. The more impor- 
tant features were discussed by Mr. Hoban. 

The meeting was adjourned at 4.30 p. m., to 
meet at Ivorydale on the first Tuesday in May. 

P.owlesburg, W. Va. March 5th. 1916 

Seme time ago wo received Inetroctlons to nso pencil ex- 
ro. Oct them and this la result when using both ends of pen- 
Wlth one point can do bettor. 

W. E. M. 

The above was received from llr. Ti. E, I'^loney, operator at 
Powlesburg, ^. Va. (Cumberland Division) together with the portion 
of pencil used. The small sasiple Is s whole sermon on economy by 
actual practice and demonatrates Mr. r^Toney's efficiency not only 
In large matters but In small ones as well 




Mount Clare Wins First Game 
Against Brunswick 

THE organization of a baseball team in the 
freight car department at Mount Clare 
awoke the locomotive department to 
action, which resulted in their organizing a team 
under the leadership of J. McDonough, assistant 
superintendent of shops. This brought up the 
cpicstion as to which of the two teams should rep- 
resent Mount Clare in the games with divisional 
teams along the line of road, and finally an 
agreement was made that the winner of a 
series of five games should bear the Mt. Clare 

standard. Up to 
the present time, 
two of the five 
games have been 
played, one on 
May 25 and the 
other on June 1, 
the locomotive 
department being 
the winner so far, 
the scores being 
5 to 1 and 15 to 7, 
respectively, in 
their favor. A 
keen interest is 
manifest as to the 
probable outcome 
of the series. 

On Memorial 
Day, May 30, the 
Mount Clare 
freight car de- 
partment base- 
ball team left 
Bal timore on 
train No. 17, 
accompanied by 
a n enthusiastic 
band of 120 
rooters, to meet 
t h e Brunswick, 
Md., Baltimore 
and Ohio team, in 
a hot contest for 
honors, l^he ex- 
t reme courtesy of 
the officials of our 
road was mani- 
fested by their 
providing a 
special coach for the accommodation of this 
party, as well as the necessary transportation 
for the Company's employes. This was truly 
appreciated by those attending. Train No. 18 
brought the party back to Baltimore, still most 
enthusiastic and in the highest of spirits, as the 
Mount Clare team had succeeded in carrying 
off the honors with a score of 16 to 2. Of course 
we are sure our boys will keep the good work up 
and show them all what a fine bunch of 
athletes Mount Clare can boast. 

The employes at Mount Clare in general are 
much interested in this new welfare idea, in the 
endeavor to promote clean athletic sports. 
The movement should be of the greatest benefit, 



particularly in hringing out tiio desired 
spirit of fellowshii) aiul team work anionj:; 
the employes and with the Compan}-. 

Saving Cancelled Baggage Checks 
For Economy's Sake 

P. DU(JAX. fieiuM-al ha^^ajie and milk 
agent, has decided to have all cancelled 
baggage checks returned to Baltimore 

%) ' baggage checks returned to 
so that they can be saved and sold as waste 
paper. This is in the interest of economy, 
and follows the instructions recently issued 
from the third vice-president's office in 
regard to the shortage of the paper supply of 
the country and the necessity for its careful 
conservation. The instructions follow: 

Circular No. 201 

Agents, Station and Train Baggagemen: 

In the interest of the conservation of paj^er 
material, and with a view of economizing in 
the cost of baggage checks, it has been arranged, 
effective at once, to save all cancelled checks 
lifted from baggage, including Baltimore and 
Ohio and foreign line issue, excepting local and 
inlerlinc revenue checks, instead of destroying 
them as heretofore, shipping same after expira- 
tion of sixty days to A. W. Alorrison, custodian 
of records, Camden Station, Baltimore. Md.. 
under D. H. check. Form B-7, in accordance 
with instructions govering the latter, notifying 
the custodian of records promptly, in each case 
when checks are forwarded. 

It is important that each bundle or jiackage 
of the cancelled checks be carefully packed or 
wra|)|)ed so as to avoid loss or exposure enroute, 
and that checks be stamped with ''Cancelled" 
stainj) furnished for this purpose, as soon as 
lifted from baggage, to prevent manipulation 
of checks, as per the instructions covering the 
use of the cancelled stamp. 

At large stations, where large numbers of 
checks accumulate, the checks sent in for sal- 
vage should be shipped in a packing box, 
instead of in bundles. 



O'l ar COT/ fit n/ h/^^f t«^^ y^ C^ i/ 
From C^y%'r~C^/<'Cf ia^a^a^ /,) t^y^ S^^rt> 

T: k! coa'.ertijicd by 

tX yi^u ^vi^2^^2.-y/<i^-;^ I 


OS I of (Jit' OJiioRuMT ' 


Pinriu-: of old pass lo.axed by 


A finswi.i.L 


Attention is called to the fact that all lifted 
checks are to be held for sixty days, subject to 
complaint and investigation, before being sent 
in to the custodian of records. 

The government and other authorities rei)oi-t 
a serious shortage in paper materials, and the 
cooperation of all concerned, and careful com- 
j)liance in this respect will not only l)e of assist- 
ance in contributing to the relief of this situa- 
tion but will also result in a considerable 
revenue to the Company. 

Jno. p. DufiAX, 

General Baggage and Milk Agent. 

Southwestern Officials Inspect Operating 
Methods of Other Railroads 

IX pursuance of the plan of having our officers 
travel over other lines to observe operating 
methods, the following party made a trip to 
the Pacific Coast and return, leaving Cincinnat i 
on train Xo. 47 on tlie afternoon of May (3: II. R. 
Laughlin, superintendent, Sandy Valley and 
Elkliorn Railway; A. A. lams, superinteiuhuit, 
Delphos Division; R. B. Mann, assistant super- 
intendenl, Toledo Division; E. J. Correll, divi- 
sion engineer, Ohio Division; F. H. Setchell, 
mechanical cuigineer, othce suj)erinten(ient 
motive power: E. B. Russell, chief clerk to 
general manager. 

Itinerary was over the Baltimore and Ohio 
Southwestern, Cincinnati to St. Louis and 
return; Missouri Pacific Railway, St. 
Louis to Kansas City; Rock Island Lines, 
Kansas City to Denver; Santa Fe, Denver 
to Los Angeles; Southern Pacific, Los 
Angeles to San Francisco toOgdcMi, I'tah; 
Inion Pacific, Ogden to Salt Lake City 
and return, and Ogden to Omaha; 
Chicago, Builinglou i\: (^)uin(y, Omaha to 
St. Louis. 

Leading Apprentices at Clifton i S. I.) 
Shops Win Prizes 

Ol'R school at Clifton shops, in which 
a number of our ai)prentices have 
been taught mathematics and 
mechanical drawing during the winter 
under the supervision of the Board of 
lulucation of Xeu 'S Ork ('it\', completed 
its season nii the tn(»niiiig i>t M.iy 'M. 



Edmund Schaefer and William Murphy were 
awarded prizes for having made the greatest im- 
provement during the term. They were each pre- 
sented with a copy of Kent's ^lechanics' and 
Engineers' Hand Book, and in addition to this 
token of the Railroad Company's interest, 
arrangements have been made for them to be 
given a trip to Baltimore, together with Joseph 
AI. Din-kin and Bernard Mason, who won the 
next highest honors. These yoimg men's ex- 
l)enses Avill be paid for one day while going 
through the shops, and Mr. Deems, our master 
mechanic, will accompany them. 

The other members of the class were told 
that we would furnish transportation for any 
of them who desired to make the trip, but, of 
course, could not pay their expenses for the day. 

The work of these young men is verj' inter- 
esting and considerable talent has been devel- 
oped. Much credit is due to Harry Lawrence 
and Reinhart Groeling, of the master mechanic's 
department, who have s])ent considerable time 
and energy in teaching these men. Mr. Groeling 
has charge of the mathematical end and Mr. 
Lawrence of mechanical and marine drawing. 
T. L. TEurt.\NT, 

Assislant Supcrinlcndcnt. 

locomotive engineer leaned out of his cab 
window gazing at the far-off mountain tops and 
dreaming. The fireman sat upon the tender, 
gazing into the purple haze, and he, too, was 

"What are you dreaming about, Jolm?" 
asked the fireman. 

'T'm dreaming that I'm going to have a mil- 
lion dollars some day. And what's your dream, 

"That I'll write a real book some day and 
have it printed," answered the fireman. 

Cy Warman, the fireman of the locomotive, 
l)ecame a poet and author, a writer of many 
l)Ooks, and a singer of songs that touched the 
hearts of a whole continent. He died two 
years ago. 

John A. Hill, the engineer, made his million 
as a founder and publisher of the trade-papers: 
Power, The American Machinist, Locomotive En- 
gineer, Engineering and Mining Journal, Engi- 
neering News, and The Coal Age. He put up a 
great building in New York and was one of 
America's captains of industry. He died in 

The dreams of both came true. Each saw 
the fulfillment of his wish. Each served in his 
own way the neetis of his age. 

Two Dreams That Came True 

HOW seldom do any of our day-dreams 
come true; and in fact, how few of them, 
even our most coherent and sensible ones, 
come to anything at all! Yet the story is told 
of two apparently uninii)ortant i)ersons who 
had the wit to dream intelligently, and the 
courage or i)erhaps the good fortune, to make 
those dreams l)ear fruit. Because they did so, 
they became famous. We may have admired 
each of them as great in his own line; but the 
genesis of that greatness is in the story of ambi- 
tion's first daring fiight with fancy, years ago. 
It is told briefly by the Kansas City Star: 

In the mountains of Colorado some thirty 
years ago a freight-train waited on a siding for 
another train to pass, and, as it waited, the 

The Seeing Eye 

A curve in the road and a hillside 

Clear cut against the sky; 
A tall tree tossed by the autumn wind. 

And a white; cloud riding high; 
Ten men went along that road; 

And all but one i)assed b}'. 

He saw the hill and the tree and the cloud 

With an artist's mind and eye; 

And he put them down on canva.s — 

Eor the other nine men to buy. 

— Marg.vret L. Fakrand, 

in tho Independent. 


''It is better to be ready for war and not have it 
than to have war and not be ready for it." — General 
Leonard Wood. 

Extract from speech delivered before New York 
Chamber of Commerce, March 22, 1916 

«i=»SCl7^yi> MEPeJT R.OLvL7 

Philadelphia Division 

A commendatory notation has been made on 
the service record of brakeman John Autman, 
for discovering and reporting defective con- 
thtion of car at Bay View on April 4. The 
defect was an old one, and ]\Ir. Autman is com- 
mended for liis alertness in discovering it. 

D. D. Young, operator at Landenberg Junc- 
tion, while on his way home from work on May 
7, found an obstruction on track on the Landen- 
berg Branch, which he removed. 

His action probably prevented a derailment, 
and superintendent Cantrell has written him, 
thanking him for his interest in the welfare of 
the Company. 

Monongah Division 

OnAIay 5, C. L. Gray, signal repairman, was 
working near Wolf Summit, and while train 
No. 49 was passing noticed a defective condi- 
tion on one of the cars. He notified the crew, 
who stopped the train and made repairs. 

On May 19, operator ]\Iorris, at Dola, dis- 
covered drift wood on fire imder bridge near 
that point. Mr. Morris immediately got in 
touch with a sufficient force and extinguished 
the flames before serious damage had been 

On May 18, while train 2d 35 was passing 
Monongah, fireman J. C. Stealey was standing 
on the station platform and observed a young 
man boarding train twenty-eight cars from 
engine and twenty-two cars from caboose. He 
watched this man climb to the top of car, where 
he was struck by an overhead bridge and 
knocked down. Stealey had endeavored to 
attract the young man's attention to prevent 
his being struck, but was unsuccessful. How- 
ever, he boarded the caboose of the train, 
notified the crew and the train was stopjied. 
The young man was found on the top of the 
car in a dazed condition, but was only sligjitly 

Ohio River Division 

J. Ferrell, operator at Belpre, Ohio, has 

been commended by superintendent Hoskins 
for his close observation in detecting defective 
condition on a stock car in train of engine 2738 
on May 12. Mr. Ferrell flagged the train and 
notified the conductor. A credit entry has 
been placed on Mr. Ferrell's service record. 

Cleveland Division 

While train of engine 2011 was [jassing on 
the morning of March 20, car inspector J. 
Krause noticed defect on X. Y. C. car No. 
307833. He promptly notified the conductor, 
who stopped train and had car set off. Mr. 
Krause has been commended for his watch- 
fulness and interest. 

Newark Division 

On April 28. Benjamin L. A'arner, yard clerk 
at Newark, noticed a defect on car being hati- 
dled in Newark yard, and prompth' notified the 
conductor in charge. The train was im- 
mediately stopped and the car taken to repair 
tracks. Mr. Varner's watchfulness and prompt 
action in reporting the defective condition are 

While train No. 36 was pulling tiuougli Xcw- 
ark yard on May 2, assistant yardmasfer (\ .\. 
Varner noted defective condition on a car in 
train, and, being imable to get in connnuni- 
cation with the crew at the time, rode train the 
entire distance through yard in order to have 
car set off and brought to repair tracks. He is 
commended for his watchfulness and prompt 

Connellsville Division 

While lying at Landstreet, on the 8. ct C. 
Branch, on April 10, engineer G. H. Zufall, in 
charge of helper engine 2S72, discovered de- 
fective condition of track in the mine siding at 
that plac(\ FiUginrMM- ZufalTs w.ilchfnincss 




and i)rompt action in reporting the case doubt- 
less averted a derailment, as' the pulling en- 
gine of his train was about to use the siding 
when he observed the condition. A commen- 
datory notation has been placed upon his re- 

Telegraph operator J. P. Lohr, while going 
home from work on the morning of April 15, 
discovered a defect in Ashland Mine siding 
switch, near Hooversville, Pa., which might 
have caused an accident had it not been de- 
tected and reported. He made a prompt report 
of the matter to the train dispatcher, who in- 
structed the track foreman to make repairs. 
A commendatory^ notation has been placed on 
the service record of Mr. Lohr. 

On April 22, brakcman John Tot ten, of drag 
west, engine 1773, while back flagging his 
train, discovered a defective condition in the 
castbound track leading to the Low Grade 
Line at Confluence. He immediately notified 
the operator, who held an extra east, which was 
about to use that portion of the track, until 
repairs were made. He has been commended 
for detecting the defect and promptly report- 
ing the matter. 

Conductor 8. M. Sheetz, while in charge of 
extra west engine 600G at H^-ndman, on 
May 1; observed a defective condition of track 
in the eastbound siding at that point. He rc- 
l)orted the defect to the trackmen, who made 
the necessary rei)airs. He ha.s I>een com- 

Chicago Division 

Operator W. A. Kineliold has been com- 
mended by the superintendent for his watch- 
fulness and prompt action in stopping train 
No. 94 at Kimmell, Ind., on March 30, to 
repc^rt a very hot box on car in train. 

Operator C. E. Mark wood has been com- 
mended for observing d(>fective condition of 
crossing at Galatea, and prompt 1^^ rei)orting 
the matter. 

Commendatory' notation lias been pla(;ed <»ii 
the service record of operator C. J. Spencer for 
discovering and promptly reporting defective 
condition of car in train extra 4283 on May 4. 

Signal maintainer R. C. Bonn has been com- 
mended by superintendent Jackson for observ- 
ing defective condition of track at Holgate, 
Ohio, on May 4 and for his prompt action in 
having defect corrected. 


Commendatory notation has been placed on 
the service record of Conductor L. C. Swartout 
for viligance in observing defective condition 
of car in train extra 4201, while working at 
Holgate on April 18. 

South Chicago 

The following letter has been received from 
Edward F. Wach, assistant chief operator of 
the Western Union Telegraph Company: 

"We wish to acknowledge the courtesy ex- 
tended us by Mr. 
Conroy, night ticket 
agent of the Balti- 
more and Ohio at 
South Chicago, for 
accepting an impor- 
tant telegram for 
the Rev. E. R. 
Forsythe, who was a 
passenger on your 
No. G, as we were 
unable to make de- 
livery over our own 

"We would appreciate your passing this 
acknowledgment further on for the benefit of 
Mr. Conroy, who has your interests at heart." 

Mr. C'onroy is commended for his courteous 

Ohio Division 

On March 31, conductor O. H. Iliatt, brake- 
man L. Reed, engineer P. A. Rhulman and 
fireman C. W. Craven, on passenger train No. 
2, found main tr^ck at Schooleys })locked by 
slide of mud and water. They cleared track 
and proceeded with their train, after notifying 
dispatcher. Their efforts to clear track re- 
sulted in train suffering a minimum delay, and 
they arc commended. 

Operator F. M. Clark, at Schooleys, is com- 
mended for his close observation of irregular- 
ities. On ^larch 27, when train No. 72 was 
leaving Schooleys, he noticed that air failed 
to release on a certain car. He called the at- 
tention of the train crew to the matt(u- and the 
train was stopped and air brakes released. 

Agent L. F. Sims found a defect near his 
station at Oak Hill on May 5. He immedi- 
ately notified the dispatcher, and arranged 
to protect approaching trains. He is com- 



Illinois Division 

A. C. McDonald. ()|)(>r:it()r at Paiia. III., and 

agtMit (\ F. liaiiio of Owanoco. III., have l)een 

commended for their 

A. c. McDonald 

work in connection 
with the failure of 
No. 12rs engine near 
Owaneco on April 4. 
Air. Bailie noticcnl 
No. 121 standing 
some distance from 
his station and from 
the force of the 
escaping steam knew 
that the engine had 
failed. He called 
operator McDonald 
on 'phone. Air. McDonald made arrangements 
for another engine to be made ready for No. 121. 

At half-past ten on the evening of May 10, 
Mr. and Mrs. P. Wilson, who live near Tansey, 
noticed that bridge No. 207 was burning. 
They notified our 
Springfield office by 
telegraph and then 
went to the bridge 
and endeavored to 
extinguish the blaze. 
After exhausting the 
water from the water 
barrels, they began 
to carry water from 
a small pond nearby. 
They were still at 
work when employes 
of the Company, who 
had been sent from Springfield, arrived and 
completed the w^ork of extinguishing the fire. 

Had it not been for the timely efforts of Mr. 
and Mrs. Wilson it is more than probable that 


the bridge would have been entirely destroyed 
by fire. It is difficult to express the ajiprecia- 
tion of our Company for such kindly interest 
and for their efforts in our behalf. The M.\n\- 
ziNE and the entire employe body join the offi- 
cials of the Illinois Division in thanking Mr. 
and Mrs. Wilson. 

Toledo Division 

On Ajiril 2, c()ndu(;tor E. J. Shank observed 
a defective track condition at Columbus Clrove. 
He afforded prompt protection and for such 
action is commended by the superintendent. 

On April 18, conductor G. B. Deitler and 
brakeman Charles Caskey discovered defective 
track condition near Tontogany. They took 
prompt action to protect the Company's in- 
terests, and are commended. 

On April 12, J. T. Wiley, agent operator at 
Stockton, observed a defective condition in 
passing train extra 608. He made a prompt 
report and the condition was corrected. He is 

Conductor J. W. Ball, in charge of train 
fourth 94, observed defective track condition 
near AK tower on April 22. He protected 
and arranged for repairs. His action is com- 

Wellston Division 

On April 4, E. F. Surface, conductor on extra 
east, discovered defective condition in track 
west of Slate Mills and made an immediate 
report. This is the fifth discovery of this kind 
that Mr. Surface has made this year. 

On March 16, J. E. Jeffords. ))rakeman on 
extra west, discovered defective condition on 

car in train No. 287 and notified the train 
crew, who had necessary r(>pairs made. He is 

Load the Cars 

A penny saved is a penny earned. A freight car saved by better 
loading is equivalent to the earnings from one ton of coal hauled 
over half way around the world 

Load the Cars 

+ — 

It Doesn't Pay to 

Wear Shoes Like These 

Dirt, Dampness, Nails, Rust, 
Splinters, Water, Cold, Dust — 

All these have ready access to your feet if you wear such shoes 
as those shown in the above pictures. Wet feet often mean 
sickness. A rusty nail is extremely dangerous. You use your 
feet continually. Keep them fit for use. 

Insure Your Feet Against Disease 

By Wearing Shoes That Look Like These 


Pictures by courtesy American Locomotive Company 

— + 



Baltimore and Ohio Building 

Effective May 1. E. M. Davis was appointed 
assistant to general freight agent. Baltimore, 
Md., vice F. Fowler, deceased. 

Auditor of Merchandise Receipts 

Correspondent, Harry Braxsky 

Our baseball team journeyed to Irvington on 
Saturday, May 13. and crossed bats with the 
strong Irvington Club of the Inter-Club League, 
defeating them by the score of 3 to 1. 

The box work of Joe Beck, who served up the 
spitters in such a fashion as to allow the heavy 
sluggers of our opponents only three hits, was 
the feature of the game. 

The game was also featured by the home run 
drive of second baseman Sterner and the 
healthy steal of second, third and home bv 
shortstop Raap. Tewey blasted the hopes of 
the Irvington Club by making two sensational 
catches in left field. The score: 

Baltimore tt Ohio. 

10 1 1—3 

1 0—1 

General Superintendent Motive 
Power's Office 

Correspondent, CIeorge L. Heimrich 

On Jime 25 wedding bells will surelv be ring- 
mg softly and gently. Benjamin Goodman, 
secretary to the superintendent of the passenger 
car department, will complete the work of "Dan 
("uj)id." and will thereby relieve the Railroad 
( 'ompaiiy of the exjH'nse incurred by his frecjuent 
1rii)s to Asldand. Ky., tlie home of his fiance. 
His emJKirking upon the matrinK)nial sea, w(; 
feel sure, has been prompted i)V his success in 
the stock market. He has all the in.i kings of a 

great financier, and. with a helpmate, we look 
forward to nothing other than Ben becoming a 
great power in the market. Best wishes. Ben ! 

H. H. Carter, formerly on the equijiment 
desk of this office, has been transferred to the 
mechanical force at ^It. Clare. He is suc- 
ceeded by D. H. Hicks. 

W. H. Gordon, Jr., succeeded Mr. Hicks, and 
E. H. Freeman succeeded Mr. Gordon. 

W. R. Stevens has been transferred from the 
piece work organization at Mt. Clare to this 
office, to succeed J. E. Foster, resigned. 

Claim Accounting Bureau 

Correspondent, George Sweitzer 

One of the employes of the claim accounting 
bureau, who resides five miles beyond Rose- 
dale, on the Philadel|ihia Division, escaped the 
tall timbers, plow, etc.. and intends to make 
life miserable for the city folks. In fact, that 
is how he puts it up to the boys. The word 
miserable, as the young man has used it, usually 
wends its way home. 

Coming to the office the other morning, this 
young man missed a lake along the line of road 
which he has often observed, and becoming 
alarmed, sought information. Strange as it 
may seem, the lake had disappeared during the 
course of the night and had actually located 
itself about a mile further down the track. A 
passenger traveling on tiie same train saw the 
young man wandering about the car as if some- 
thing had gone wrong. The i)as.'^enger was 
apj)roacliing him to endeavor to learn what his 
troul)le was, when he exclaimed: "They iiave 
moved that lake away up the track; wasn't 
that some big job!" The passenger, somewhat 
startled at the young man's remark, took up 
the task of convincing him that he was wrong. 



when suddenly the young man gasped, and said: 
''Bless your heart, there stands a derrick over 
yonder, and I'll bet my life that is what they 
moved that lake with." Melville Foster can- 
not be convinced otherwise, and still insists 
that a railroad corporation can perform greater 
acts than moving a lake with a derrick. Editor, 
won't you take him under your care? 

A Would-be Countryman 

Our good correspondent George Sweitzer, 
now residing in Hamilton, Baltimore County, 
has repeatedly expressed a desire to devote all 
of his time to truck farming, and to give up 
city life. On May 1, Georgie obtained a leave 
of absence from his office duties, to become a 
farmer on the old homestead. From appear- 
ances everything went along fine. The imple- 
ments had to be placed in a barrel of water to 
1)0 cooled, as they were overheated, and would 
likely have set fire to the barn had they been 
placed there before being cooled. 

On May 2, Georgie returned to his post in 
the office, feeling fine, and boasting of a hard but 
good day's work on the farm. When Georgie 
was using his typewriter he must have thought 
it was the i)low he used the day before, for the 
machine also became very warm, a*nd nearly 
broke down. You know that a typewriter is 
not in the same class with a plow. 

liut this thrilling life of city versus country 
cjuickly drew to a close, as on the morning of 

May 3, Georgie's face was missing. About 
nine o'clock there came a telephone message, 
stating that he was confined to bed, very weak, 
and that the doctor pronounced the case to 
be one of "overwork." 

Our rube from Cowenton, Melville Foster, 
has offered to give George a few pointers 
about how to till the soil and get the best 
results, without disabling himself. We trust 
that he will accept Melville's offer, as we 
would not care to see him become incapaci- 
tated for his duties after his next attempt to 
become a farmer. 

Auditor Coal and Coke Receipts 

Correspondent, John Limpert 

The attention of employes living in Balti- 
more City and its vicinity is called to the fact 
that the Baltimore and ()hio has a representa- 
tive baseball team in the Semi-Professional 
Baseball League of Baltimore. When you want 
to see a good game go to the Baltimore and 
Ohio grounds at Wcstport, on either Saturday 
or Sunday afternoons. 

The grounds of the club are located at Clare 
Street and Maryland Avenue, and are but fifteen 
minutes ride from the centre of the city. Stands 
have been erected for the comfort of specta- 
tors, a fence completely encloses the grounds, 
and the games are conducted in professional 
league style. 


Photo by G. B. Luck'y 



Most of tho players on tho tonin aro Halti- 
nion^ and Ohio men. many of wlioni you will no 
doubt recognize. They have been selected 
from various branches of the service, and, in 
addition to being able to put uj) a very good 
article of ball (as is attested by the team's 
j)ercentage in the Saturday League, which at 
this writing is 1000), those attending the games 
will have the satisfaction of rooting for our 
own nwn. 

Timber Preservation Department 

S. I. O'Neill, Coii-espondeiit . 

D. H. Hepburn, Jr., formerly of the office of 
the auditor of merchandise receipts, has l)een 
transferred to the office of the superintendent 
of timber preservation. A hearty welcome to 
our new clerk. 

Otto Norman Forrest, known to his friends 
as "Ras," is somewhat of a musician. He 
plays a trombone in the Baltimore and Ohio 
Orchestra, and also has the title of sergeant in 
the Boys' Brigade. "Ras" is very much in 
favor of preparedness. 

C. E. Deveney, clerk, has moved his family 
from York, Pa., to Baltimore. We are sure 
they will find Baltimore a hospitable town. 

New York Terminal 

Correspondent, S. W. Nelson, Assistant 
to Cashier, Pier 22 

Divisional Safety Committee 

F. L. Bausmith Chairman, Assistant Terminal Agent 

W. B. Biggs Freight Agent, Pier 22, X. H. 

A. L. MiCKELSEN Freight Agent, St. George Lighterage 

J. J. Bavek Freight Agent, 26th Street 

J. T. Gorman Freight Agent, Pier 21, E. R. 

T. F. Gorman Freight Agent, Pier 7, X. R. 

R. B. Nash Freight Agent, St. George Tran.sfer 

H. R. Tait Freight Agent, Wallabout 

Marine Department Members 

E. A. English Chairman 

E. J. Kelly Tug Captain 

Vy M. Clakfy Tug Enginei-r 

Wm. Meade Tug Fireman 

M. Y. Graff Lighterage Runner 

E. SoDERBERG Barge Captain 

H. Peterson Steam Captain 

R. Gallichio Steam Hoist Eegineer 

Under the able leadership of T. L. Terrant, 
assistant superintendent of the New York 
Division, the Baltimore and Ohio Club was 
organized on Wednesday evening. May 5. 
The following officers were elected: President, 
T. L. Terrant; vice-president, B. F. Kelly; 
treasurer, J. S. Fabregas; secretary, W. J. 

The object of the club will be to promote the 
welfare of all Baltimore and Ohio employes. 
The committee in charge is arranging for a 
music room, billiard and game room, loimging 
room, sleeping quarters and baths, all of whicli 
will be open to the members. Lectures and 
entertainments will be given from time to time, 
and a glee club and orchestra will be formed. 





When the club was formed the dues were 
placed at *15.()0 per year, but since tiiat time 
the Railroad Company has shown its generosity 
by turning over to the club the living rooms in 
Livingston passtmger station and has also 
promised to assist the club in other ways. 
This will make it possible to reduce the fees iq 
fifty cents a month, or six dollars a year. Liv- 
ingston station will be an ideal place for the 
club as it is close to the Kill von Kull. which 
will make boating and bathing possible. 

Under the leadership of the officers it is hoped 
that the club will be of great benefit to the 
employes of the Company and tlie community 
at large. 




In line with other educational work which 
has been started on the Baltimore and Ohio 
the Staten Island Lines have made plans to 
start classes, lender the leadership of J. T. 
McGovern, chief clerk to the general traffic 
agent, a number of meetings have been held. 
It is proposed to hold classes three evenings a 
week, — on Mondays, classes in arithmetic, 
accounting, station work and tariff study; 
on Tuesdays, classes in mechanics, road 
maintenance, and road and marine transporta- 
tion; on Thursdays, classes in English, stenog- 
raphy and typewriting, and general office work. 

These classes are for tlu; purpose of better 
fitting employes to take advantage of oppor- 
tunities as they present themselves, and to 
make all more capable to perform their daily 
duties to the advantage of themselves and of 
the Company. It is not the intention to cover 
higher mathematics or elementary stenog- 
raphy, but only to apj^ly these studies as they 
are met with in the performance of daily duties. 

Any employe wishing to join these classes 
will be welcome. He should confer with the 
head of his department. 

Baseball League 

Through the interest of T. L. Terrant in the 
welfare and recreation of the employes, a 
baseball league of twelve teams has been 
formed on the New York Division. These 
teams represent the following departments: 

General Office — Manager, F. Nodocker. 
Players, H. Henry, c; A. Nebel, If.; J. De La 
Penia, rf.; C. Anderson, cf.; F. Muller, 2b.; 
A. Stuhl, lb.; W. Fisher, 3b.; J. McCaffrey, 
ss.; J. Stoble, p. 

Yard Clerks — Manager, W. Barry. Play- 
ers, Copeland, c; Tobin, If.; Warner, rf.; Barry, 
cf.; Henry, 2b.; Miniter, lb.; Covell, 3b.; 
Mahoney, ss.; Taylor, p. 

Passenger Trainmen — Manager, S. G. Eilen- 
berger. Players, Ratel ,c.; Morrell and Durkin, 
If.; Bardes and Mulligan, rf.; McCafferty, ss.; 
Dougherty, p.; Sullivan, cf. ; Smith, lb.; Mc- 
Donald and Decker, 3b.; White, 2b. 

Freight Trainmen — Manager, J. F. Mc- 
Gowan. Players, Ball, c; De Waters, If.; 
Rudolph, rf.; Bardes, ss.; French, Bardes and 

Taxter, p.; Schaefer, cf.; Taxter, lb.; Mevers, 
3b.; Eckett, 21). 

Engineers and Firemen -Manager John 
McVeigh. Players, Ford, c; J. Hurley, ss.; 
Townsend, 2b.; McVeigh, 3b.; W. Hurley, p.; 
Reardon, lb.; Naples, rf.; Heidler, cf.; Wag- 
ner, If. 

Yard Trainmen— Manager,ThomasMcLaugh- 
lin. Players, Lorenz, c.; Flemning, ss.; Rosen- 
dale, 2b.; Whalen, 3b.; Holden and Ferry, p.; 
Wohlker, lb.; Smith, rf.; Brady, cf.; Decker, If. 

Motive Powder — Manager, . 

Players, J. O'Hearn, c; Langenhahn, lb.; 
Copeland, 2b.; Mason and Wilson, ss.; Hen- 
drickson, 3b.; Kielty and Thomas, p.; Keppler 
and Miller, If.; Williams, of.; M. O'Hearn, rf. 

Lighterage Clerks — Manager, J. McCal- 
lum. Players, Rowe, c; Nolan, lb.; Blonquist, 
2b.; Smith, p.; Lofters, 3b.; Abisch, ss.; Deciro, 
cf.; Zuckenor, cf.; Hettler, rf. 

Maintenance of Way— Manager, Reinhardt 
Groeling. Players, Milburn and Gorman, 3b.; 
Rauscher, ss.; O'Connor, lb.; MacDonald, 2b.; 
Earwood, cf.; Goolic, If.; Every, c; Sadler, rf.; 
Canlon, p. 

Yard Clerks — Manager, William Barry. 
Players, Copeland, 3b.; Taylor, ss.; Barry, lb.; 
Tobin, 2b.; Renila, cf.; Minitor, If.; Covell, c.; 
Smith, rf.; French, p. 

New York Piers — Manager, J. F. Casey. 
Players, Schick, lb.; Bradley, 2b.; McLaugh- 
lin, 3b.; Cosgrove, ss.; Massimino, c; Dugan. 
rf.; Antola, cf.; McKiernan, McLaughlin and 
Schick, p. 

S. I. R. T. Freight House— Manager, R. B. 
Nash. Players, Donahue, lb.; Felbourn, 2b.; 
Ryan, 3b.; F. Ryan, ss.; Stienhilber, If.; Mc- 
Namarra, cf.; Freeman, rf.; Klinglbiel, c; 
Haley, p. 

Lighterage Bureau — Manager, T. Nolan. 
Players, Honan, 2b.; Sorge, ss.; Tobert, 3b.; 
Stoll, cf.; Martin, c; Rohne, lb.; Perkins, rf.; 
DeWolf, lf.;Mallane, p. 

The following games have been played: 

May 6 — General Office vs. Yard Clerks. 
Score by innings: 

Gen'l Office... 4 3 3 12 0—13 
Yard Clerks... 0000000 0-0 

May 6 — Motive Power vs. Maintenance of 
May. Score by innings: 

M. Power 10 3 2 113 x— 11 

M. of Way.... 10100200 0—4 

May 9 — Passenger Trainmen vs. Freight Train- 
men. Score bv innings: 

Pass. Tr'men.: 1 1 2 12 6 2 9—33 
Frt. Tr'men... 14 10 3 0—9 

May 10 — New York Piers vs. Lighterage 
Bureau. Score by innings: 
N.Y. Piers... 14 19 2 0—35 
L.Bureau 1 11 2 10 0—15 

May 10 — Engineers vs. Yard Trainmen. Score 
by innings: 

Engineers 15 10 7 0—14 

Y'd Trainmen. 00000408 0—12 



I) I I I 
1 1-1 



May 13 -Motive I\)W(>r rs. Li<);liJcruf2;(* (Icrl 
Score bv innings: 
Motive Pow(M- . 10 1 
Ltg. Clerks... . 2 

May 13— Main((Muinc(> otW 
Score by innings: 
M. of Way.,.. 4 18 
Yard Clerks... 2 10 

May 14 — General Office vs. Lighterage Bureau 
Score bv innings: 

Gcn'lO'tfice... 5 10 2 14 
Ltg. Bureau. ..0001000 

May 14 — New York Piers vs. S. 
Freight House. Score by innings: 
N.Y. Piers... 10 4 13 14 
S.I.R.T.Fr't. 5 17 

0— 1 
R. T. 

Staten Island Rapid Transit 
Railway Company 

Correspondent, R. Groeling, Chief Clerk 
Clifton, S. I. 

Divisional Safety Committee 

Per.m.vxext Members 

T. L. Teku.vnt Chairman, Assistant Superintendent 

B. F. Kelly Vice-Chairman, Trainmaster 

W. B. Redgr.we Engineer M. of W. 

J. BowDiTCH Assistant Engineer M. of W. 

\V. A. Deems Master Mechanic 

A. Coxley Road Foreman of Engines 

F. Petersox Supervisor of Station Service 

Dr. DeRevere Medical Examiner 

J. B. Sh.\rp Coal Agent 

R. B. Nash Agent, St. George Transfer 

A. L. Mikelson Agent, St. George Lighterage 

E. Alley. Supervisor of Tracks 

W. L. Dr YDEN Signal Supervisor 

(". II. Koiii.EK Supciiiiti'iulent of I'V-rric.s 

.1. I'" Mf (JowA.N (Jhief Train Dispatcher 

I' .1 Df>L\\ Supervisor of Crossing Wat«'lunen 

Rotstim; Mkmbkhs 

•I. HiDEK ( 'ar Inspector 

I). H. II.\YES (Conductor 

.h)nx Dooly Machine Shop 

P. \ax Pelt Painter 

M. Garrit Y Car Repairman 

A. Kelly Locomotive Fireman 

J . Klixger .\gent 

J. IIaxlox Locomotive Engineer 

.los. McDoxald Signal Repairman 

J. P. McXiESf H Freight Trainman 

His many warm friends on this and other 
divisions mourn the loss of Stephen P. Kretzer, 
who died on Easter Sunday. Mr. Kretzer has 
been identified with the System for a long time 
and for a number of years prior to his death 
was secretary of the Staten Island Lines. 

The general offices have been moved from the 
old stand at 17 State Street, to 295 Broadway, 
where they occupy almost all of the seventeenth 
floor. The office has been equipped with new 
mahogany desks, chairs, etc. Taken all in all, 
the office compares favorabl}' Avith the l)est 
in the city. 

George J. Brown, assistant to the general 
manager, has })een appointed assistant secre- 
tary, vice S. P. Kretzer, deceased. 

M. E. Watkins, paymaster, has been ap- 
pointed assistant treasurer. 

R. M. Frey, freight claim clerk and chairman 
of the dinner committee, G. H. Miller and Joseph 
vS. Fabregas, members of the dinner committee, 
and Mrs. Fabregas, attended the .second annual 

f. ¥' 



(;. T. CLAHKi; 
Appointed Cenenil Yardniaster at Arlington, S. I. 

''Trip to Songhind" of th(^ lialtinioro and Ohio 
Cilee CluV) iit Albaugh's Tlicatrc, Haltimore, on 
the evening of May lOtli. These "delejiates'' 
represented the hoys of the New York Division, 
man}' of whom wouhl have liked to attend the 
eoneert. hut were unal)le to do so because busi- 
ness conditions prevented their being away. 

Those who attended report that the concert 
was a huge success. Next year we are going to 
try to arrange things so that more of the em- 
ployes of the Staten Island Division can attend. 
The affair was one long to be remembered, and 
was well worth the journey to Baltimore. 

We wish the CJlee Club and the Orchestra 
every success, and hope that the (Jlee Club 
))oys won't forget us when we have our fourth 
annual fellowsliij) dinner next year. We cer- 
tainly appreciated what the\- did for us last 

T. E. Stacv, secretarv of the Riverside 
Y. M. C. A..' Baltimore", and R. R. Jenkins, 
secretary of the Chicago Junction Y. AL C. A., 
gave their illustrated lecture on the "Evils of 
Alcohol" at Dock 6, St. George, on May 23. 
A good crowd of officials and employes turned 
out to see "John Barlej'corn" get anothc^r 
black eye. 

Philadelphia Division 

Correspondent, J. C. Richardson, Chief Clerk 

Divisional Safety Committee 

S. T. Cantrell Chairman. Superintendent 

W. T. R. HoDDiNOTT Vice-Chairmaa, Trainmaster 

G. F. Eberly Division Engineer 

J. P. Htnes Master Mechanic 

J. E. Sentman Road Foreman of Engines 

H. K. Hartman Chief Train Dispatcher 

T. B. Franklin Terminal Agent 

D. C. Elphinstone Captain of Police 

F. H. Lamb Division Claim Agent 

Dr. C. W. Pence Medical Examiner 

C. E. Webb Road Engineer 

P. C. Clark Road Fireman 

VV. T. Dagney Road Conductor 

Albert Hatfield Yard Conductor 

Thomas Cooper Tool Room Man 

Frank Gatchell Piece Work Inspector 

R. C. Acton Secretary 

R. H. Tideman, Royal Blue Line conductor, 
was suddenly stricken with an attack of heart 
trouble while on a train returning from Wash- 
ington, and died shortly after his arrival at 

Mr. Tideman liad been in the service for 
nearl}' thirty years. Most of this time was 
•spent in train service, but he was also general 
yardmaster at Philadelphia for about ten 
years. He had been a Royal Blue Line con- 
ductor for the last several years. He was 
vice-j)resident of the Veteran Employes' Asso- 
ciation for eight years. Mr. Tideman will be 
sadly missed l)y his fellow-employes and 

The following stations on the Philadelphia 
Division showed an increase in their revenue 
for the month of April, 1916, over the same 
period of the previous year: 

Philadelphia. Pa. (freight) $67,246 

Woodlvn, Pa 17,285 

Wilmington, Del. (freight) 11,157 

C^hilds, Md 4,898 

Yorklyn, Del 3,348 

Philadelphia, Pa. (depot ticket) 3,184 

Collingdale, Pa 2,405 

J. E. Sentman, road foreman, attended the 
convention of the International Fuel Associa- 
tion at Chicago, 

R. H. Thrasher, assistant yardmaster at 
Race street, Phihulelphia, attended the conven- 
tion of the Brotherhood of Railroad Train- 
men at Detroit. 

The accompanying picture is of the day 
station force at Delaware Avenue, Wilmington. 
From left to right those in the picture are — 
W. L. Hartman, ticket agent and operator, who 
has been in the service nine years; Ammon 
Locust, station porter, who has been with us 
thirteen years and A. C. Prince, baggagemaster, 
who has been in the service for three vears. 




Rca Murray, wlio has boon oinployod in the 
index office at Philadelphia, ims been promoted 
to file clerk in the superintendent's office. 

T. E. Stacy, secretary of the Riverside 
Y. M. C. A., Baltimore, and R. R. Jenkms, 
secretary of the Chicago Junction Y. M. C. A., 
gave their illustrated lecture on the "Evils of 
Alcohol" at the east side shops at noon on 
May 22. There was a large turnout of em- 
ployes. In the evening they rei)eated the 
lecture at the Twenty-fourth and Chestnut 
Streets station. Most of the divisional officers 
were present at the evening meeting. 

about six- months he was promoted to con- 
ductor, and has held that position for over 
fifty years. He has probably served as con- 
ductor longer than has any other living em- 

Baltimore Division 

Correspondent, J. B. Moriarty, Supcrinlcndcni's 
Office, Camden 

Divisional Safety Committee 

P. C. Allen Chairman, Superintendonl. 

J. P. Kavanagh Vice-Chairman, Assistant Superintendent 

y. M. C. A. 

T. E. Stacy Secretary, Riverside 

E. K. Smith Secretary, Brunswick 

G. H. WiNSLow Secretary, Washington, D. C. 

Relief Department 

Dk. E. H. Mathers Medical Examiner, Camden 

Dr. J. A. RoBB Medical Examiner, Washington, D. C. 

Dr. J. F. Ward Medical Examiner, Winchester 

Claim Department 
R. B. Banks Division Claim Agent, Baltimore 

Transportation Department 

S. A. Jordan Assistant Superintendent, Brunswick 

C. A. Mewshaw Trainmaster, Baltimore 

E. C. Shipley. Road Foreman, Riverside 

J. J. McCabe Trainmaster, Harrisonburg 

W. T. Moore Agent, Locust Point 

D. M. Fisher Agent, Washington, D. C. 

W. E. Shannon Agent, Brunswick Transfer 

A. M. Kinstendork Agent, Camden 

C. H. DeLashmutt Freight Conductor, Riverside 

J. U. McNamee Freight Engineer, Riverside 

F. H. Hanibal Freight Fireman, Riverside 

J . BiNG Yard Conductor, Locust Point 

Maintenance of Way 

H. M. Church Division Engineer, Baltimore 

S. C. Tanner Master Carpenter, Baltimore 

C. A. Thompson Signal Supervisor, Baltimore 

E. E. Peddicord General Foreman, Locust Point 

W. F. Berrett Supervi.sor, Baltimore 

E. D. Calvert Supervisor, Winchester 

J. BcwsTEAD Mason Foreman, Baltimore 

A. Miles Section Foreman, Huntington Ave. 

R. S. Smallwood Signal Repairman, Washington, D. C. 

Motive Power Department 

A. K. Galloway Ma.ster Mechanic, Riverside 

W. B.\ttenhouse General Foreman, Riverside 

T. O'Leary Car Foreman, Washington, D. C. 

F. L. Etzler Assistant Boiler Foreman, Riverside 

H. F. Hoffmaster Asst. Foreman Car Dept., Brunswick 

W. C. Wortman Boiler P'oreman, Brunswick 

R J. Doll Steel Car Foreman, Locust Point 

T. H. Barnes Passenger Car Foreman, Baileys 

The accompanying pictin-e is of "Captain" 
James E. Lee, who. on June 6, completed fifty- 
two years in the service of the Company. 

In 1864 Captain Lee entered our service as a 
brakeman. After serving in that capacity for 


Early in the same year that he entered the 
service Captain Lee and Miss Lydia A. Blatch- 
ley were married at Towsonto\\ni, Md. An 
account of their golden wedding anmversarv 
was published in the February, 1914, issue of 

the M.\G.\ZINE. , r • 1 r 1 

Captain Lee is an efficient and faithful em- 
ploye, and is kno\Mi and liked by the officers 
and employes of our road. 

Washington, D. C, Freight Station 

Correspondent, W. L. Whiting, Chief Clerk 
At this time of the year Washmgton fully 
deserves its reputation of bemg the most 
beautiful citv in the United States. Its bronc 
avenues and streets, lined with trees in full 
foliage, and the mnncrous circles and squares 
at the intersections of streets, filled with 
flowers of all colors and descriptions, which 
perfume the air, all help create a general at- 
tractiveness that draws to the city train loads 
of tourists from all parts of the country. 1 hey 
come at all times and overall roads, and the 
Baltimore and Ohio tracks at the Union station 
are the scene of bustle and merriment as the 
crowds arrive and depart on their trips of 

The "Safety First Special" left our freight 
vards on schedule time, Init the tracks were 



almost immediately occupied by the cars of 
Barnum and Bailey's "Greatest Show on 
Earth," which remained with us during the 
two days the circus was in the citj'. It is un- 
necessary to state that the circus train attracted 
the ubiquitous small boy in full force. 

Still another instance in which the freight 
department is able to work hand-in-hand with 
the passenger department is shown in the fact 
that the palace car 

"Oklahoma" is | — 

now stationed in 
our yard. This is 
an advertising car 
in the interest of 
the sale of govern- 
ment land in Okla- 
homa, and contains 
maps and drawings 
showing the loca- 
tion of the property 
for sale, as well as 
specimens of the 
products of that 
part of the country. 
The car is open for 
insj^ection V)y the 
public, and demon- 
strations, showing 
t h e ^^ o n d e r f u 1 
advantages to be 
gained l)y acquir- 
ing this govern- 
ment property, are 
given. Ma n y 
l)eople are visiting 
the car, as it is 
very interesting 
and attractive. 

All these things 
tend to increase the 
growing i)opularity 
of the Baltimore 
and Ohio Railroad 
in this city and 
cannot fail to result 
in a substantial in- 
crease in business, 
both in the freight 
and in the passen- 
ger departments. 
That is what we 
are looking for 
and working t c> 

This station has 
been very busy 
lately, shipping 
horses and army supplies to 
border. Scarcely a day passes but we have 
some reminder that oui- 
at the front. 

JUJl-N W. 
Stationmuster at 

the Mexican 

'bovs in khaki" are 

We never know wluil we miss unlil we have; 
missed it, and it is much to be regretted that 
the date of the concert given by the Baltimore 
and Ohio Glee; Club on May 10 was overlooked 
by the employes at this station. 

A copy of the excellent program, just received, 
indicates the character of the performance, and 
it will be strange indeed if a delegation from this 
city does not attend the next concert given by 
this progressive organization. When the next 
entertainment is announced m the Ma(;azi\k we 
will make a special note of it on our calendars. 

There have been a few changes in our 
station force. P. Cataldi, tallyman, who left 

the service of the 
Company, is suc- 
ceeded by T. E. 
Fry, an old Balti- 
more an d O h i o 
man. who has been 
with us as delivery 
clerk for a number 
of years. Mr. Fry 
is succeeded as de- 
livery clerk b.y 
H. E. Howes'. 
Both of these 
changes are promn- 
tions aiul our con- 
gratulations are ex- 
tended to these 
g(>ntlemen on their 
iiaving been suc- 
cessful in attaining 

Mt. Royal Station 

When you say it 
cjuickly, the year 
1888 does not seem 
so long ago. It was 
just about the time 
that we of the 
younger generation 
of the railroad were 
beginning to experi- 
ence the first phases 
of discipline as ad- 
ministered V)y the 
ruler of the 
"cranky" teacher. 
But when you 
think of 1888 as the 
year in which a 
man entered the 
Baltimore and 
Ohio service and 
has been in it ever 
since, it seems a 
long time ago. 
Probably John W. 
Adams, now stationmaster at Mt. Royal, feels 
this way about it, for although he is hearty and 
strong and at his post of duty regularly, these 
twenty-seven years with the Baltimore and 
Ohio have meant a world of experience to him. 
Mr. Adams is well and favorably known 
among our patrons who use Mt. Royal station, 
a distinct credit to our railroad. 

When he was "snapped" in the accompany- 
ing picture he was explaining to the writer what 

Mount Royal 



splendid tinio our trains wore making and how 
much better passenger business was than a 
year ago. Mr. Achims is something of a 
camera ''fiend" liimself. but we doubt if he 
ever had a better picture taken than this one. 

May good fortune and good health attend 
him in his years of ripening service with the 
Baltimore and Ohio. 

Washington Terminal 

Correspondent, G. H. Wixslow. Secreiary 
Y. M. C. A. 

The eighth anniversary celebration of the 
Terminal Railroad Department. Yomig Men's 
Christian Association, was held in the rooms of 
the association on May 10. About 400 mem- 
bers were present and everyone had a good 
time. The meeting was presided over by B. R. 
Tolson, chairman of the committee on manage- 
ment. Brief reports were read by O. J. Rider, 
treasurer, Edward Foulke, chairman of the 
auditing committee, and G. H. Winslow. sec- 
retary of the association. Hon. 8. D. Fess. 
congressman from Ohio, delivered the address 
of the evening. His subject was "' National 
Preparedness." It was a masterful talk, full of 
interesting as well as educational material. 
His array of facts opened the eyes of the men 
in the audience to conditions existing in this 
and other countries. Musical entertainment 
was furnished by the Terminal Railroad Y. M. 
C. A. Orchestra, C. W. Guest, leader, George H. 
O'Connor and Martin Home, and by the Ameri- 
can Hawaiian Trio. John Heracl. the Hercules 
of Delaware, performed various feats of strength 
anl R. H. ]\Iansfield entertained the audience 
with a number of cartoons that he drew. Ti'o- 
phies won in bowling, basket ball and gym- 
nasium work were presented and a buffet lunch 
served. The comment of those present was 
that this was the best anniversary celebration 
that has been held by the association, and that 
it was well handled in every way. 

C. D. Perr}', former membership secretary of 
this department, resigned on May 1. Mr. Perry 
served the association for five years and dur- 
ing that time made many friends. He leaves 
us to take a position as a traveling salesman in 
\'irginia. West Virginia and Ohio. We wish 
him every success, and feel confident that if 
energy and perseverance will bring success, he 
will succeed. E. G. Boss is Mr. Perry's suc- 
cessor in the membership work. Mr. Boss is a 
young man of fine Christian character, and as 
soon as he becomes familiar with the duties 
of his position should make his presence in the 
association felt l)y his work in securing new 

We are pleased to report that, after an illness 
of about a month, W. F. Underwood is again 
with us. Walter was taken down with an at- 
tack of pleurisy and pneumonia. He was taken 
to the hospital, where every attention was 
given him. While there he interested himself 
in his fellow sufferers, and, as soon as he was 
al)le. hobbled into the ward adjoining and held 

a religious service. This happened on Easter 
Sunday morning. W. W. Tenney, j)hysical di- 
rector, visited I'nderwood while the meeting- 
was being held, antl the men in the ward ex- 
pressed a feeling of thanks and s^id they were 
greatly helped by the little service. 

During one of the early games in the Evening 
Baseball League, G. C. Batchelor. a player on 
the Auditor's team, while standing near the 
players bench, was struck in the eye by a thrown 
ball. He was removed to the hospital, where 
he was treated by a specialist. Batchelor is 
again on the job, but he says that he would 
rather be ba(w)lled out in a ver}- different man- 
ner from the one he was subjected to. 

J. T. Murdock and 8. R. Cranford, railway 
mail clerks, members of this association, are 
(luarantined by the U. 8. Public Health Service, 
because^ of the fact that a case of smallpox: 
broke out in their crew. Both men are in the 
best of health and have been vaccinated, but 
they say that it will not take because they have 
been "scratched" fully thirteen times before 
without effect. Seems as though these fellows 
were bomb proof. 

Mount Clare Shops 

Correspondent, W. L. Morg.\x, Secretary (o 

Divisional Safety Comnnittee 

J. McDoNOUGH Chairman, Ass't Superintendent of .^hop- 

R. P. Litchfield Machinist, Xo. 1 Machine ,Sho(> 

.1. O. Perix Machinist, Xo. 2 Machine Shoi> 

F. W. Scott Machinist, Xo. 3 Machine Shop 

II. C. Ye.\ldh.vll Boilermaker, Boiler Shop 

Hdw. Fetrow Smith, Smith Shop (also Foundry > 

S. C. C.vrter. v., Machinist, Erectin? Shop 

W. D. Lenderkixg. . . .Pipe Fitter, Pipe Shop (also Tin 

and Tender) 

J. P. Reix.\rdt Fire Marshal, Yard, Axle Shop. 

Flue Plant and Rollins; Mill 

H. H. BuRXS Car Repairman. Freight Repair Track 

.1. \V. .Smith Car Builder, Passenger Erecting .Shop 

\Vm. F. Smith Mill Machine Hand, Saw Mill 

Walter H.\rt Car Builder, Steel Car Repiiir Track 

A. F. Becker Painter, Paint Shop 

A change in the superintendent of shops" 
office that will no doubt interest his many 
friends in the railroad, is the appointment of 
H. T. Beck as assistant to .A. J. Ney, chief clerk 
at ]\Iount Clare. Mr. Beck was formerly-chief 
clerk to the master mechanic at Connellsville. 
He served in that capacity for four years. 

There have recently been a number of changes 
in the clerical force at Mount CJare, W. R. 
Gettier and R. L. Driscoll leaving the service- 
to take up commercial work. Their places 
were filled by J. Whalen and 8. H. Phipps, re- 
spectively, the latter having been transferred 
from Riverside. 

W. T. Jackson has been transferred from the- 
sujierintendent of shops' office to general car 
foreman Beaumont's office, in the capacity ot 
chief clerk. 

W. L. Morgan is a newcomer at Mount Clare, 
having been transferred from Washington. Ind., 
to take the position of secretary to Mr. Finegan. 



Mr. Morgan has also taken up the work of 
Mount Clare correspondent for the Employes 

V. F. Riley and J. T. Maimion have also been 
benefited by changes, Mr. Riley having taken 
a stenographic position in supervisor of piece- 
work Poole's office and Mr. Mannion a steno- 
graphic position in the office of assistant superin- 
tendent of shop's McDonough. These changes 
were made on account of the transfer of W. R. 
Stevens to a position in the office of the general 
superintendent of motive power. 

The clerical force in the office of the super- 
intendent of shops were suddenly aroused from 
the performance of their business duties the 
other morning by a very unusual noise. Inves- 
tigation did not develop anything alarming, 
jiowever, the cause of the disturbance being the 
arrival of our amiable fellow worker F. A. Mc- 
Cann in a particularly "noisy" shirt. 

We were recently paid a visit by H. H. Sum- 
mers,, lately appointed division accountant of 
the Monongah Division, with headquarters at 
Cirafton, W. Va. 

Car Department 

The men on the repair track were sorry to 
hear of the sudden death of their piecework 
inspector, T. Backendorf, on May 12. 

Mr. Backendorf was extremely well liked 
and respected by all who knew him. He was 
a fine fellow, and always had a pleasant word 
for everyone w4th whom he came in contact. 

We hear that the stork has paid a visit to 
the home of our friend, G. Bears. Here's to 
you, George. Uncle Sam may soon need many 
men to stand by him. 

The freight car department of Mount Clare 
has recently organized a Baseball Associa- 

tion, and are very desirous of arranging games 
with the different teams along the line of road. 
Manager Smith boasts of having a crackerjack 
team, composed of some of the best men at 
Mount Clare. The accompanying picture was 
taken at a recent game. The men in the picture, 
reading from left to right, are: Back row, stand- 
ing — Herman Polheim, official umpire; John 
Krommell, ss.; Charles Musgrove, lb.; Lewis 
Bachman, rf.; Albert Hill, cf.; Frank Milhol- 
land, If.; Charles Bachman, If.; Albert Cox, p. 
and Tom Griffin, assistant car foreman. 

Middle row, seated — ^John F. Ford, car fore- 
man; H. A. Smith, manager; R. H. Murphy, 
secretary; H. A. Beaumont, general car fore- 
man; Charles Polheim, 3b.; Albert Grimes, 

Front row^ seated — Charles Crowfoot, ss.; 
Joe Richert. c^: George Sprinkle, p.; Albert 
Thawley, p. and James Moran, 2b. 

Stores Department 

You should see the storekeeper's office force. 
They are all smiling. The reason why? — they 
have moved into the new office. Some class, 
too — plastered Avails and ceiling and a private 
office for the storekeeper. 

J. C. McCaughan and J. R. Gainor recently 
went on a Saturday afternoon fishing trip. When 
they returned and said that they had caught 
twelve dozen, the boys all yelled "Some fish 
story." But the fishermen insisted that it 
w^as true, and accoimted for the large catch by 
saying that it w^as a good day. 

Dan Huber, of the lumber yard office, must 
have something up his sleeve. He has stopped 
looking into the furniture window^s, and has 
written to several of the leading furniture 
houses of the city for catalogues. 



Cumberland Division 

Thomas R. Rees, Secretary to Superintendent 
\V. G. MoxTiGNANi, Secretari/, Y\ M. C. A. 

Divisional Safety Committee 

M. H. Cahill Chairman, Superintendent 

J. W. Deneex Vice-Clmirnian, Ass't Supt., East Entl 

T. R. Rees Secretary 

E. P. Welshonce Trainmaster, West End 

L. J. WiLMOTH Road Foreman, Ivust End 

M. A. Carxe V Road Foreman, West End 

W. Tr.spnell Division Engineer 

T. R. Stewart Master Mechani<' 

J. K. MiLLiioLL.\ND Assistant Master Mechanic 

E. C. Dr-^wbaigh Division Operator 

Dr. J. A. DoER.VER Medical Examiner 

Dr. F. H. D. Riser Medical Examiner 

Dr. L. D. Norris Medical Examiner 

G. R. Bra.mble Freight Agent 

W. D. Strolse Joint Agent 

C. W. Haymon'd Car Foreman, East End 

W. T. Davis Car Foreman, West End 

F. L. Le YH Storekeeper 

W. M. HixKE V Storekeeper 

W. S. Harig Division Claim Agent 

J . Z . Terrell Freight and Ticket Agent 

I. S. Sponseller General Supervisor 

J . C. McCarth y Captain of Police 

F. A. Taylor Ma-ster Carpenter 

W. L. Stevens Shop Clerk 

W. C. MoNTiGXANi. . Secretary, Balto. and Ohio Y. M. C. A. 


J. E. Pynk Freight .\gent 

F. M . Sh itLTZ Freight Fireman 

O. F. T Freight Conrluctor 

G. W. RiDENBAUGH Yard lirakeman 

M. G. Lk:ht Ma<diinisi 

E. F. Davis Car Inspector 

Lewis Dunham Barley, conductor on the 
Valley Branch, recently died at his home in 
Lexington. Va., after an extended illness, 
(-'aptain Barley was fifty-eight years old. 

Robert Griffith Short, a fireman on the east 
end of the Cumberland Division, and Miss Mary 
Elsie Walls were married at the home of Mrs. 
Parina, a cousin of the bride. The Rev. H. 
Eugene Richardson, pastor of the First United 
Brethren Church, performed the ceremony. 

To Aid Agriculturists 

Our Company will cooperate with the United 
States Department of Agriculture in assisting 
them to secure prompt and accurate informa- 
tion regarding the raising and culture of all 
crops by agriculturists along our lines. Agents 
Avill notify the Department of Agriculture each 
day by postal card of the shipments being made 
of the various commodities over our lines. 


Front row, left to right: L. H. Tutwiler, District Storekeeper; J. R. Orndorf, Assistant Storekeeper; F. E. 

Johnson, Storekeeper; J. C. McCaughan, Chief Clerk; C. K. Chaney, Assistant Chief Clerk; G. B. 

Saumenig, Private Secretary to Storekeeper 
Second row, left to right: G. Sartorius, Clerk; H. M. Ricker, Clerk; S. T. Beckwith, Clerk; 11. Leonard, 

Clerk; J. C. Baron, Clerk; A. L. Miller, Clerk; W. E. Grinewetsky, Clerk; C. C. Crawford, Clerk 
Third row, left to right: R. Miller, Mes-senger; C. Taylor, Clerk; L. J. City, Clerk; C. Felger, Clerk; L. E. 

HuBER, Stenographer; .1. F. Kelly, Stenographer; F. J. Wess, Clerk; F. Hic.inbottom, Stenographer; 

E. G. Brenner. Clerk 



During the peach and apple seasons wires will 
be sent to the department each night b}' the 
special agents of the shipments of the day, so 
that immediate information on the situation 
can be had. 


Thomas Robert Rees was born in Barton, 
Allegany County, Md., on March 13. 1885. 
When twelve years old his parents moved to 
Cumberland. He attended public school there 
and later took up night studies at the Y. M.C. A. 
His first position was that of stenographer with 
John G. Wilson, who was then State's Attorney 
and counsel for the Baltimore and Ohio Rail- 
road. He left railroad work for a time and 
then entered the service of the Western Mary- 
land as trainmaster's clerk. In 1907 he re- 
entered the service of our Company as clerk to 
the late C. L. French, then trainmaster at 
Cumberland, and has been in service continu- 
ously since that time. He is now secretarj' to 
.superintendent Cahill. 

Messrs. Kefauver and McLaran. contractors 
for the work to widen the Baltimore and Ohio 
bridge at Bloomington, have about completed 
all the preliminaries to an extensive piece of 
work for that community din'ing this summer 
and fall. The railroad track for the hauling 
of materials to the site of improvements has 
been completed and is in operation. Huge 
timbers for the cribbing of the river are being 
placed on the ground. Suitable buildings for 
the accommodation of the employes have been 
completed and are now occupied bj' seventy- 
five or a hundred men. 

Edward Dwiggins, of Cumberland, for several 
years a locomotive engineer, east end division, 
has been appointed assistant trainmaster, west 
end division, vice C. E. McCarthy of Rowles- 
burg, W. Va., who has been transferred to Mar- 
tinslnu'g as assistant trainmaster, succeeding 
E. C. Grove, recently appointed trainmaster, 
Cumberland Division, in place of John W. 
Deneen, who has been named assistant superin- 
tendent of this division. 

The Baltimore and Ohio Railroad Company's 
Queen City Hotel tennis courts will be given 
over to the use of any women related to mem- 
l)ers of superintendent M, H. Cahill's office, 
when the tennis season opens early this summer, 
as well as to the staff, who will play twilight 
games. Thomas R. Rees, clerk in superin- 
tendent Cahill's office, is president of the Balti- 
more and Ohio tennis clubs of this division. 

Superintendent M. H. Cahill gave an inspir- 
ing address at the Baltimore and Ohio shops 
recently. The air brake room, in which the 
meeting was conducted, was filled to capacity. 
Mr. Cahill spoke on "Whatsoever Thou Findeth 
to Do. do it with Thy Might." 

Mr. Cahill said: ''We are holding a meeting 
in this air pump room. You are working on air 
brakes, and fixing machinery. What the men 
most need today is to fix up their own machin- 
eiy. particularly their air pump, which is the 
heart, for out of the heart are the issues of life.'' 
He spoke at length ui)on ''loyalty" and the need 
of every man working oti engines putting the 
best workmanship he knew how on the work 
that he was doing, and of how dangerous it was 
to allow engines to go out on the road with 
poor workmanship. 

"When you see a man doing a piece of work 
on an engine," he said, "that is not first class, 
and \'ou know it, be loj'al and have the courage 
of your convictions, and draw to it the Jitten- 
tion of your foreman or master mechanic, so 
that the work may be inspected before the en- 
gine goes out on line of road. To shield a man 
who you know i& doing wrong is false sympathy, 
and leads to disaster. Keep your conscience 
clear, for that is one of the main things of life. 
Be loyal to the man who fights for you, Mr. Stew- 
art, the master mechanic. He loves you and 
when any one of you gets into trouble, he comes 
up and iDleads for you, and says he has raked 
the man who made the mistake up the middle 
and doAvn the back, so that the man may get 
another chance. Stick to him, and stand by 
him. Be loyal to him and show him that you 
appreciate his regard for you. 

"I was pleased and greatly delighted today 
in coming to the shops in passing a certain 
institution to see a string of men going in and 
coming out. I looked up to see the sign above 
the door, and I am glad to tell you that it was 
not a saloon. It was a bank. jNIy, but it made 
me feel good. Everj' man of you ought to own 
your own home, and save a little of your earn- 

Mr. Cahill also spoke of seeing people stand- 
ing on the tracks waiting for a freight train to 



go by, and spoke of the danpor of this. He 
told of a little girl, wliom he noticed was 
standing waiting patiently on the pavement 
until the train went by. "That little girl. 
I venture to remark," he said, ''has a good 
daddy, and a loving mother, because she 
showed plainly by her actions that she had 
been instructed to stand clear of the tracks and 
wait until all danger had passed before attempt- 
ing to cross." 

Mr. Stewart, in a few words, thanked Mr. 
Cahill for his address. 

Before the superintendent spoke, the men 
sang several selections, J. Brookman officiating 
at the organ. J. Riley, president of the shoj:) 
men's noon hour meeting committee, presented 
the speaker. • 

Baltimore and Ohio Baseball League 

Superintendent !M. H. Cahill of the Cumber- 
land Division tossed the first ball across the 
plate in the opening game of the Cumberland 
Division League at the new ball park in South 
Cumberland. The first game was between the 
Motive Power and Transportation teams. 
Much interest is being manifested in the league. 

The local teams lined up as follows: 

Motive Power — Burke, c; Sisler, p.; Grav, 
lb.; Xewham. 2b.; Brady, 3b.; Fields, ss\; 
McHugh, cf.; Yarnell. If.; Drenning, rf. 

Traxsportatiox — O'Neill, c; Weber, p.: 
Brown, lb.; Connell, 2b.; Fisher, 3b.; Kirby. 
ss.; McKenzie, If.; Spearman, cf.; 

The score follows: 

Motive Power 2 2 3 

Transportation 0420 2 — 8 

Included among the representatives who left 
recently for St. Louis, Mo., to attend the 
National Convention of the Ladies' Auxiliary 
Order of Railway Conductors, were Mrs. 
Charles H. Shipley', Mrs. John Tucker. ]Mrs. 
Joseph Kelly, Mrs. W. Bender and Mrs. Charles 
Vox of Monumental Division, Baltimore, and 
Mrs. Charles Schmutz of Cumberland. 

The accompanying picture is of ''Dj'ke'" 
Shaffer, a well known basket ball player, who 
is employed as a painter in the Keyser car shops. 
Dyke has just finished his second season in the 
indoor sport with the Keyser Collegians, who won 
the independent championship of West Virginia, 
and has attained for himself the reputation of 
being one of the fastest guards in that state. 

Dyke also has a reputation as a baseball 
player. He generally holds down an outfield- 
er's position and is a heavy hitter. 

Powell, rf. 

R. H. E. 

0—7 12 3 
14 2 

Martinsburg Shops 

Correspondent, W. L. Stephens 

Frank M. Smeltzer, steam shovel engineer, 
and Miss Ida X. Martin were married in Cum- 
berland recently. Frank and his bride have a 
cozy home at 212 North High Street in that 
city. Frank has recently been called to Gary, 

Ind., to operate a shovel. He and his wife will 
spend several months there. 

The engine holding the beaut}' record for the 
Cumberland Division is the 4307. She is all 
dolled up in bright and shining brass and makes 
a fine appearance. Her master certainly de- 
serves a word of comme/idation for the splendid 
npjiearance of his engine. 

The 2170 is coming a close second. She 
passes through Martinsburg nearly every day, 
jiuUing the Chicago-New York Limited train 
No. 6. These nobby engines are subjects of 
much favorable comment by both patrons and 

Mr. Samuel Watson, an aged ex-Confederate 
soldier and at one time an employe of our 
Company, died on May 4 at his home here. He 
was seventy-six vears old. Mr. Watson was 
born in Alden. England, coming to this country 
at the age of six years. His family settled at 
Harper's Ferry. During the war he served in 
Stonewall Jack.^on'-^ brigade, and after the war 
entered the employ of this Company, serving 
m the shops here for a number of years. At 
the time of his death he was not an employe, 
having left the service some 3'ears ago. 




JOHN ki:li.i:h 

Danit'l McGinnis, a retiiod t'ondiictor, died 
of pneumonia on May 11, following an illness of 
only nine daj'.s. 

Captain MeGinnis was born at Orleans Cross 
Road sixty-ei{:;lit years ago. At the age of 
eighteen years he came to Martinsburg and 
entered the emj>loy of the Baltimore and Ohio, 
serving in different capacities for forty-seven 
3'ears, when he was retired. He was a member 
of the local Veterans' Association. A number 
of veterans attended the funeral services, which 
were held in St. Jo.seph's Catholic Church, of 
which he had long been a member. 

John Keller, a retired Baltimore and Ohio 
employe, died on April 19, 1910, at his home in 
Bolivar. \V. Va. Mr. Keller entered our service 
on July 9, 1867, as a carpenter. He served the 
supervisor in the construction of the Washing- 
ton County Branch and the Metropolitan 
Branch. On April 1, 1882, he was made car- 
penter foreman, a position which he held until 
he was pensioned on July 31, 1904, after a 
continuous service of a few days more than 
thirty-seven years. Mr. Keller retired with a 
clean record. 

Mr. Keller was a faithful and painstaking 
employe who held the confidence of his superior 
officers as well as of the employes who served 
under his formanship. He was a member of 
the Martinsburg Association of Baltimore and 
Ohio Veteran Employes, many of whom at- 
tcuided the funeral services. Death has closed 
another long, useful, and hoiiorable career. 

The accompanying cut shows camel engine 
202, one of the engines working in this territory 
during the Civil War. She was one of a num- 
ber of engines taken from the Baltimore and 
Ohio tracks by the Confederates, hauled 
over the pike to Winchester, Va., and placed 
in the Confederate service on the Virginia 
Midland. General Thomas R. Sharp was the 
Confederate commander who made this trans- 
fer. The soldiers placed broad tired wheels 
under the engines and using thirty-two horses, 
hauled them into Confederate territory. With 
the 202 went the 166 and a Tyson ten wheeler. 
.A.fter the Civil War was ended the 202 was 
brought back here from Richmond, Va., and 
Harry Willard, engineer, ran her here for several 
years. William lleusel had her for some time, 
with George Kindle as fireman. Mr. Kindle 
became her engineer in 1871 and ran her here 
until she was sent to the Connellsville Division. 
After a short stay on that division she was re- 
turned here, dismantled, and the boiler finished 
its days in the shop as a stationary, boiler. 

George Kindle is still living in this city, 
and left the active list a short time ago. 
He is an activ^ member of the Baltimore and 
Ohio Veterans' Association. 



Tin: liALTiMoHi-: and ojik) i-:mi>j.()Vi:s ma(;azix1:: 


Monongah Division 

CorrcsiJondtMit, C. M. S-nHHixs 
Supervisor of Fud 

Divisional Safety Committee 

J. M. Scott Chairman. Superintendent, CJrafton, \V. \'a. 

E. D. Griffi.v TrainniJiister, CJrafton W. N'a. 

T. F. Perkinson Master Mechanic, Cirafton, \V. \'a. 

T. K. Fahehty Road Foreman, Grafton, W. Va. 

E. T. Brown Division En^inetr, Grafton, \V. Va. 

W. O. BoLix (Jeneral Car Foreman, Grafton, \V. ^'a. 

J. O. Martin Division Claim Asient. Clarksburg, W. Va. 

Dr. C. a. Sinsel Medical Examiner, Grafton, \V. Va. 

P. B. Phinney Agent. Grafton, W. Va. 

J. D. Anthony Agent. Fairmont, W. Va. 

S. H. Wells Agent. Clarksburg, W. Va. 

G. H. Tvrner Agent, Weston. W. Va. 

E.J. Hoover Agent. Buekhannon, W. Va. 

W. C. Braxes Secretary. Grafton. W. \a.. 

Rotating Me.mbers. 
.1. W. McFarland Machinist. Grafton. W. Va. 

F. H. Brlmmage Coniluctor, P'airmont. W. Va. 

.1. Freeman Brakeman. Parkensburg, W. \a. 

C. F. DoTSON Engineer, Grafton. W. Va. 

W. L. Cribs Engineer, Weston, W. \a. 

G. A. Sperling Work Checker, Fairmont, W. Va. 

On jNIay 10 a surprise test was made of the 
fire department organization at the Fairmont 
shops. Within sixty seconds from the time that 
the alarm was sounded a stream of water was 
directed at the point the fire ahirm indicated. 

The captain of the fire department, R. G. 
Burnup, and the men composing the team, have 
been commended. 

Wheeling Division 

Corresi)on(Ient. J. \V. A'illers 

Divisional Safety Committee 

J. VV. Root Chairman, Superintendent 

C. E. Bryan Division Engineer 

J. Ble.\8Dale Mji.ster Mechanic 

W. F. Ross Foreman of Engines 

F. R. Davis Terminal TrainmaMer 

C. M. Criswell Agent at Wheeling, W. Va. 

Dr. J. E. Hurley Medical Examiner 

M. C. Smith Claim Agent 

Rotating Members 
.1. W. Myers Engineer 

G. L. Muldrew Fireman 

H. G. Fletcher Freight Conductor 

C. Adrian Freight Brakeman 

W. E. McCoMBS Painter 

J. F. Wh.\len Machinist 

C. Sh.\tzer Lamp Trimmer 

Ed. Eberle Pipe Fitter 

David Watson, general foreman of the Ben- 
wood shops, died of pnemnonia on the morning 
of May 17. 

Mr. Watson, who was thirty-eight years old, 
was born in 8outh Amboy, N. J. He had been 
in our service for over twelve j'carg. serving as 
foreman in the shops at Garrett. Ind., and 
Glenwood, Pa., before coming to the Wheeling 

Mr. Watson's body was taken to .South 
Amboy for burial. A delegation from the 
Masonic lodge accompanied the body to the 

In the opening game of the season on the 
new Benwood shop grounds on May 14, the Ben- 

wood motive power department baseball team 
swamped manager I'itzgcrald'.'^ Baltimore and 
Ohio all-star team, to tlu^ tune of 1?) to 2. 

The features of the game were the all around 
hitting of the shop team and the pitching of 
(iandy, who allowed but two .-^cratch hits, and 
.struck out fifteen men. 

The teams lined up as follows: 

Benwood — Cooper, rf.; Mitchell, 'M).\ McCar- 
thy. sR.; Stanley, c; Castilow, If.; Garvey. lb.; 
Brown, cf.; Wells, 2b.; Ciandy, p.; Shriver, If.; 
and Powell, cf. 

All-Stars — Donovan, ss.; Honeycutt. lb.; 
Crogan, 2b.; Priscoe. 3b.; Fitzgerald. If.; 
Miller, cf.; Jones, rf.; Dutcher. c; Garbesi, p. 


The accompanying picture shows the crowd 
entering the Government "Safety First" train 
at Fairmont, on Monday. May 15. On that date 
about 9000 persons passed through this train. 

Four ball teams have been organized on the 
Wheeling Division: one at HoUoway, Ohio; 
one of employes at the freight house in Wheel- 
ing; one representing the motive power depart- 
ment, Benwood; and a team composed of men 
from all departments on the division. 

The motive power department team played 
a practice game with the CJlenwood, Pa., mo- 
tive power department team on May 27. 

There are two playing fields on the division: 
one on the loop grounds at Benwood. and the 
other at the roundhouse. Benwood. where the 
motive power department team will play their 

At a meeting held in the general superin- 
tendent's office at Wheeling on May 21, the 
following schedule for the playing of games 
betwoem the divisional champion teams on the 
Wheeling District for the district champion- 
ship, was adopted: 

June 11 — Cleveland r.*^. Wheeling, at Wheel- 
ing: Ohio River r.s. Newark, at Newark. 

June IS — Wheeling r.s-. Newark, at Newark; 
Ohio River r.s\ Cleveland, at Cleveland. 

-Cleveland r.s. Newark, at Newark; 

Wheeling v<. Ohio River, at Parkersburg. 

July 2 — Wheeling vs. Cleveland, at Cleveland; 
Newark vs. Ohio River, at Parkersburg. 

July 9 — Newark vs. Cleveland, at Cleveland; 
Ohio River rs. Wheeling, at Wheeling. 

July 10 — Newark rs. Wheeling, at Wheeling; 
Cleveland vs. Ohio River, at Parkersburg. 



Ohio River Division 

Correspondent, H. C. Xesbitt 

Divisional Safety Committee 

Permanent Committee 

F. G. HosKiNS Chairman. Superintendent 

E. H. Barnhart .Division Engineer 

O. J. Kelly Master Mechanic 

J. W. Bull. . . .Acting Trainmaster and Road Foreman 

of Engines 

Dr. a. J. BossYNS Medical Examiner 

W. E. Kennedy Division Claim Agent 

E. Ch.\pman Captain of Police 

J. A. Fleming Agent, Parkersburg 

R. E. Barnhart Agent-Yardmaster, Huntington 

Rotating Members (to serve three months) 

J. R. BoYLES Engineer 

R. RousH Fireman 

L. Duncan Conductor 

H. S. Bryan Yard Conductor 

C. S. Hawkins Car Department 

E. W. D YE Lcccmotive Department 

TRAIN 707— ON R. S. & G. BRANCH- 

Cleveland Division 

Correspondent, F. P. Xeu 

Divisional Safety Committee 

Permanent Committee 

H. B. Green Chairman 

F. P. Neu Secretary 

J. E. Fahy Trainmaster 

J. E. Floyd Division Engineer 

J. A. Anderson Master Mechanic 

P. C. Locx Road Foreman of Engines 

A. J. Bell Terminal Agent, Cleveland. O. 

R. D. Sykes Medical Examiner 

G. J. Maisch Claim Agent 

Rotating Members (to serve'three months) 

E. D. Ott Agent. Massillon, O. 

A. D. Campnell Agent. Peninsula, O. 

R. L. Fisher ..Painter, Mineral City. 

P. Foss Blacksmith Foreman, Lorain, O. 

C. E. Mann Conductor, Lorain. ( ). 

J. A. Page Conductor, Dover, O. 

G. H. K.user Engineer, Lorain, O. 

H. \ . Miller Engineer, Canton. O. 

R. Fitzgerald Engineer, Cleveland, O. 

E. Jones Chief Car Inspector, Cleveland, O. 

A new record was established by the two coal 
machines at Lorain on May 6, when 32,485 tons 
(659 cars) of coal were dumped in twenty-four 

Regarding clean and bright lights on loco- 
motives, fireman Parker's on the 4191 just 
about take the cake. They are as spic and 
span as can be, and are a good example for some 
of the other firemen to follow. 

W. K. Slocombe has been appointed shop 
clerk at Cleveland, vice E. R. Twining, who has 
left the service to go with the River Terminal 
at Cleveland. 

EfTective May 1, M. E. Tuttle was appointed 
division operator and assistant trainmaster, 
Cleveland Division, with headquarters at 
Cleveland, vice E. M. Heaton, assigned to 
other duties. 

EfTective May 15, C. B. Campbell was ap- 
pointed station master at Cleveland. 

New^ark Division 

Correspondent. W. F. S.vchs, Chief Clerk 

Divisional Safety Committee 

D. Y. Stevens Chuirman, >^uperintendent, Newark. O. 

C. H. TiTt'S Vice-Chairman, Trainmaster, Newark, O. 

T. J. Daly Assistant Trainmaster, Newark, O. 

.1 Tordella Division Engineer, Newark, O. 

Wm. Strec k Road Foreman, Newark, (). 

W. F. MoRAN Master Mechanic, Newark, ( ). 

A. R. Claytor Divi.>^ion Claim Agent, Newark, O. 

Dr. a. A. Church Medical Examiner, Newark, O. 

D. L. Host T. M. & C. T. D., Columbus, O. 

C. G. Miller . • Shopman, Newark, O. 

F. A. Starr. .Gen. Foreman Reclamation Plant, Zanesville, O. 

C. H. MoRT Conductor, Newark, O. 

F. M. Keller Engineer, Newark, O. 

E. A. Troby Fireman, Newark, O. 

Wm. Garland .' Car Repairman, Newark, O. 

WiLiARD Wright Shop Carpenter, Newark, C>. 

C. D. Callentine Yard Brakeman, Newark, O. 

The season's first game of baseball between 
Newark Division employes was played on the 
White athletic^ grounds on Saturday, May 13,, 
between teams representing the superinten- 
dent's office and the master mechanic's office. 
The Superintendent's Office won by a score of 
19 to 9. The feature of the game was the 
heavy hitting of Laird, Stevens, Husband, 

B. O. Roll and A. E. Roll. The teams lined up 
as follows: 

Master Mechanic's Office — Husband, c; 
Wilson, If.; Parr, lb. and If.; Cocanour, cf.; 
CofTman, 2b.; Woodward, ss.; Anderson, rf.; 
Paul, 3b.; Fordyce, p. and lb.; List, p. 

Superintendent's Office — Floyd, 3b.; Laird, 
2b.; Stevens, cf.; B. O. Roll, c. and ss.; Tordella, 
If.; A. E. Roll, p.; Milbaugh, rf. and 2b.; Payne, 
c. and rf.; Kirkman, lb.; Gettings, cf.; Reel, If. 

Superintendent Stevens is himself following 
up the work of organizing the divisional league 
and hopes, before long, to have six teams play- 
ing for the championship of the division and for 
the honor of representing the Newark Division 
in the competition for the Thompson Challenge 



The second annual staff dinner of tlie Newark 
Division was held at MeDaniel Dining Parlor 
at Newark on the evening of May 15. Every 
officer of the Newark Division who could 
attend did so, and after enjoying an elaborate 
menu, followed by coffee and cigars, the rail- 
roadmen settled down to a discussion of various 
Topics in ''onnection with divisional operation. 
The one dark spot in the pro(;eedings of the 
evening was the fact that superintendent 
Stevens was unable to attend, as he had been 
suddenly called to Baltimore. 

Train dispatcher C. F. Wight acted as toast- 
master and filled the position ably. After 
.^peaking of the benefits derived from these 
get-together meetings, Mr. Wight outlined a 
number of subjects, the discussion of which 
would be of particular interest. His invita- 
tion for remarks was heartily responded to. 

C. L. Johnson, freight agent at Columbus, 
spoke in detail of the methods employed at his 
station in double decking automobile freight 
cars. By these results car utilization has been 
increased fifty per cent. E. N. Kendall, division 
freight agent, reported that his relations with 
the public were harmonious and satisfactory. 
R. E. Pyle, agent at Sandusky, spoke on a new 
commercial club at his station, from the efforts 
of which he anticipated a prosperous future 
for the city. In this prosperity he was sure 
that the IBaltimore and Ohio would share. 
;Mr. Pyle reported that the car situation was 
close, but that there was an evident willing- 
ness on the part of the shippers to cooperate 
with the railroad and that they were well 
l^leased with the movement of their freight 
since the arrangement of, locating the power 
for the west end of the L. E. district at 
Sandusky instead of Chicago Junction. F. P. 
Cooper, district passenger agent, earnestly 
endorsed the spirit of cooperation showii by 
the officers and employes of the Newark Divi- 
sion. He spoke interestingly of the manner 
in which it had secured additional business for 
the Company. He cited one instance in which 
superintendent Stevens had, by personal solici- 
tation, secured some nice business for the road. 

J. J. Irwin general agent, addressed the 
meeting on the stringency of the car situation. 
G. F. Leingang, division freight agent, reported 
that general conditions and relations with the 
l)ublic were very satisfactory. He promised, 
in line with the organization of welfare work, 
to see what could be done toward organizing 
a ball team in Sandusky. 

The remainder of the evening was taken up 
in talks on car shortage, condition of shortage 
of-»la])or and the importance of welfare work. 
In connection with the latter subject several 
suggestions were made for the raising of funds 
to be used in the purchase of uniforms for the 
l)aseball teams. 

F. M. Jordan, has been promoted from 
freight agent at Marietta to traveling freight 
agent, with headquarters in Columbus, Ohio. 
Fred's friends are very glad to hear of his 
promotion, and wish him success in his new 

Train dispatcher CI. R. Kimball died at his 
home in Newark on the evening of May 11. Ho 
was striken by an attack of heart trouble late 
in the afternoon, and died a few hours after 
being taken to his home. 

Mr. Kimball, who was born in Cainbi-idgc, 
().. on March 11, l.SoO, entered our sei-xicc as an 
operator at Cambridge in 1879. In ISSO he was 
transferred to the division offices at Newark, 
as a clerk. In March, 1882, he was made train 
dispatcher and in April, 1889, division operator. 
This position was abolished in August, 1896, 
and Mr. Kimball returned to his duties as train 

On July 4, 1905, Mr. Kimball was appointed 
assistant trainmaster. In January, 1907, he 
was again made division operator. \Mien this 
position was abolished in 1915 he was made 
train dispatcher, the position he held at the 
time of his death. 

Mr. Kimball is survived by his widow. 
Before their marriage, seventeen years ago, 
she was Miss Caroline Hall. 

The funeral services were held at his home on 
the evening of May 12, under the auspices of 
the Newark Lodge ofTillks. 

<; K. KIMHAI.I. 

Mr. Kimball was a man of pleasant manner, 
and his many friends are deeply and sorrowfully 
impressed by his sudden death. 

C. F. Parks, who has been chief clerk to the 
freight agent at Newark, Ohio, for the last 
twelve years, has been promoted to city 



solicitor for the traffic department, at Colum- 
bus. His many friends are glad to hear of his 
promotion, and wish him good luck. 

E. C. Doudna has been promoted from agent 
at Monroeville, Ohio, to freight agent at 

W. H. Yeager, who has held the position of 
record clerk at the Columbus freight station 
for the last eight years, has been promoted to 
agent at Monroeville, Ohio. 

C. A. Donahue, who has been chief yard clerk 
at Newark for the last two years, has been 
promoted to assistant yardmaster at Newark. 
Carl's many friends are glad to hear of his 

C. A, Sinsabaugh has been promoted from the 
position of tonnage clerk in the chief train 
dispatcher's office, at Newark. to the 
position of chief yard clerk, vice C. A. Donahue. 
Clyde's many friends are glad to hear of his 
promotion, and wish him success in his new 

M. C. liackett. formerly with the New Ha\'en 
Kailroad, has been employed as 3'ai(l clerk at 

As soon as they read the announcement tiiat 
A. W. Thompson, third vice-president, had 
offered a challenge cup for competition among 
Baltimore and Ohio baseball teauis, night 
general yardmaster R- A. Mason (an old ball 
player) and K. R. Jenkins, secretary of the 
Chicago Junction Y- M, C. A., set about the 
organization of a team to n^present the Chicago 
Junction Y. M. C. A. in the System League. 

A i)ractice game was arranged between the 
railroatl nine and the local high school team. 
Although the high school team is a crack 
aggregation that has defeated nearly all of the 
other iiigh schools in this part of the state, the 
railroatl men won by a score of to in a 
seven inning contest. 

S. Crawford, a Chicago Division fireman, 
who pitched for the railroad nine, was the star 
of the game, allowing the high school players 
only two hits. 

The line-up of the Chicago Junction team 
follows: J. E. Jones, 2b; R. McCuUough, c. f.; 
J. D. Rogers, 3b; J. Wavland, lb; (L Heiser, 
lb; A. Mummey, s. s.; R. Stull, l.f.; H, A. Mason, 
r. f. and manager; S. Crawford, p.; J. Hodges, c, 
and R. White, p. 

ConnelUville Division 

P. A. JoxES, Office of Chief Clerk, Connellsville 
S. M. DeHuff. Manager of Telegraph Office, 

C. E. Reynolds. Clerk to Ass't Sup'l, Somerset 

Divisional Safety Committee 

O. L. Eatox Chairman, Superintendent 

C. M. Stone Trainmaster 

A. P. WiLLL\MS Division Engineer 

T. E. Miller Master Mechanic 

G. N. C.\GE Road Foreman of Engines 

Dr. M. H. Koehlkb Medical Examiner 

C. A. Cessna Agent 

E. F. Snyder Agent 

J. E- Hanley Conductor 

J. McIviTRu K Yard Brakemun 

J.J. Rile y Yard Engineer 

C. L. Inks Carpenter Foreman 

W. Sheering Fireman 

J. L. Shaw Dope Reclaimer 

E. B. Small 

The Connellsville Division Baseball League 
opened the season on May 27. At Connellsville 
teams representing the superintendent's office 
and the freight office played, and there was also 
a game between the shops and j-ards teams. 
At Somerset there was a game between the 
Rockwood and Somerset teams. The scores 

R. H. E. 

Supt's office . .. 26200040 x— 14 13 4 
Freight office.. . 000004210—7 10 9 

Shops 7 9 3 

Yards 4 6 5 

Rockwood 3 00 10210—7 8 4 

Somerset 12 19 1 x— 14 10 6 

Decoration Day games were scheduled at 
South Connellsville and Somerset. At Con- 
nellsville the local shop team met the shop 
team from Baltimore in a double-header, and 
the Connellsville freight office team played 
Somerset at Somerset. 

S. J. Tipton, city ticket agent at Connells- 
ville, recently visited his sister in Akron, Ohio. 

Contluctors A. \V. Vanatta and O. O. Osborn, 
of the passenger service, have left for their 
respective homes in California, there to spent 
the warm months. 

I. \V. Show, who recently decided to try his 
hand as a Morgantown, W. Va., boniface, has 
returned again to his old love — 1st trick teleg- 
rapher at HK Tower. 

Harvej' Crum, station lineman at Rockwood, 
has transferred his talents to the telephone de- 
partment of the Company. He will locate in 

Brady Cole,' assistant car inspector at Con- 
nellsville, is out with a world-wide defi to all 
aspiring checker players. You must have im- 
proved wonderfully, Brady, for it is not long 
since you were not certain just how many 
checkers were required to play the game. 

H. L Penrod, station baggageman at Connells- 
ville, has been conspicuous by his absence from 
the city's auto speedways this season. What 
is it, Harry, married life or thirty cent gaso- 
line'.^ Either is an excellent excuse. 

M. J. Kerrigan, 1st trick dispatcher at Con- 
nellsville, has demonstrated beyond all doubt 
that his ecjual as a natural marksman does not 
exist. Threatened by a vicious dog of the bull 
species recently, Air. Kerrigan tried all the 
peace-at-any-price tactics he knew, but was 
finally compelled to declare war. With one 
master stroke he vanquished the enemy before 
the latter could rightly set himself for the at- 
tack. It was only a common, ordinary street 
rock, but it was hurled with imcommon, extraor- 



dinaiy velocity and at'curacy and it landed with 
deadly precision betwixt Mr. Bull's eyes. Mr. 
Kerrigan says he never observed an animal 
expire with as little fuss as attended the demise 
of this one. And even though the owner of 
said bull did cause and bring about Michael's 
appearance before a city alderman to defend 
his actions, the feat was nevertheless one to be 
exceedingly proud of and it is extremely doubt- 
ful if any i)ut a son of I'lrin could have accom- 
plished it. 


Daughters of G. M. Tipton, Freight Agent 

at Connellsville 

In accordance with the plan outlined by Dr. 
Parlett, chief of the welfare bureau, upon his 
recent visit to Connellsville. this division has 
organized a divisional league to contend for 
the baseball supremacy of the division and to 
determine which team shall represent the 
division in the competition for the silver cup 
which Mr. Thompson, our third vice-president, 
has so generously donated. 

A meeting, which was attended in' the heads 
of the different departments and managers of 
the respective teams, was held recentlj^ by the 
superintendent. It was decided that the divi- 
sional league would comprise six teams, namely: 
iSnperintendent's Office; Freight Office; Master 
Mechanic's Office; Yard; " 'Junction" team to be 
located at Hockwood, and a team at Somerset. 

Followina; is the lineup of the different teams 
iis they will begin the season. It is hoped that 
this list can be added to from time to time as 
the season progresses and more employes 
become interested in the sport. 

SvPERiXTEN dent's Office — Thomas Court- 
ney, F. J. Cuneo, George Percy, M. Smeak, C. 
>Sheetz, R. H. Brewer, L. Barnhart, E. Christy, 

captain. A. B. King. 11. Magee. C. A. Port. 
C. McClelland. II. Fox. P. K. Lohan, .1. F. 
McGrath, manager. 

Freight Office — L. S. Whipkey. C. Martin, 
II. R. Coughenour, George McDiffett, Carl 
Frantz, II. J. Blocker. F. E. McDiffett. R. X. 
Addis, captain, J. Rocks, J. E. Ilorwitz. C. R. 
Brown. R. F. Martin, T. E. Conlon, W. H. Mason, 
.M. Lysinger, I. P>iel, P. Mullen, J. Moyle, 
P. A. Jones, manager. 

Master Mechanic's Office — Ernest Fisher, 
captain. M. A. Bottler, 8. P. Howser, J. E. 
^'ounkin. A. R. King, Fred Sandusky, A. L. 
Friel, H. M. Gilbert. Lim Sliger, H. G. Fisher, 
C. D. Kenner, Charles Rhaback, J. A. Kearns, 
Sam Jeffries, C. E. Jones. E. W. Mitchell, man- 

Yard Team — W. Sheller, H. Walton. ca|)tain; 
B. Stillwagon, C. R. Francis, F. W. McKenna, 
A. Winteriiolder, J. A. Barrett, E. G. Steck, I. 
Friel, F. Coder. J. L. Marstellar, manager. 

RocKWooD "Junction" — R. R. Critchfield, 
(\ E. Spangler, J. P. Lohr. D. E. Miller. A. A. 
Nicholson. L. W. Forespring, A. \V. Mayes, 
H. W. Burnsworth, V. R. CritchficUl, E. H. 
Miller, manager; Edward Parks, G. H. Kuhs, 
J. C. Benford. 

Somerset Team — C. E. Weimer. J. A. Burke, 
J. S. Deas, G. E. Lape, R. R. Coleman. M. D. 
Snyder, H. P. Jones, H. S. Critchfield. J. R. 
Miller, A. E. McVicker, manager; Thomas 
Carey. V. Parmasano. 

Arrangements have been made to have a 
meeting of the managers of the different teams. 
At this meeting a schedule will be worked out, 
and final arrangements made for starting the 

All emplo3'es on the division are very enthu- 
siastic over the prospects of a successful base- 
ball season and grateful to the management for 
the interest taken in their w-elfare. 

The following schedule has been ado})ted by 
the Connellsville Division baseball league^: 

Saturday. May 27. Freight Office r.s. Sujier- 
intendent's Office, at Fayette Field; Shops vs. 
Connellsville Yard, at South Connellsville; 
Rockwood vs. Somerset, at Somerset. 

Saturday. June 3, Freight Office vs. Shops, 
at South Connellsville; Connellsville Y'ard vs. 
Rockwood, at Rockwood; Somerset vs. Super- 
intendent's Office, at Faj-ette Field. 

Tuesday, June G, Connellsville Yard r.^. Super- 
intendent's Office at Fayette Field; Rockwood 
rx. Shoi)s. at South Connellsville; Freight 
Office vs. Somerset, at Rockwood. 

Saturday. June 10. Superintendent's Office 
vs. Shops, at South Connellsville; Rockwood 
vs. Freight Office, at Fayette Field; Connells- 
ville Yard vs. Somerset, at Somerset. 

Saturday, June 17, Superintendent's Office vs. 
Rockwood, at Rockwood: Somerset r.s. Shops, 
at South Connellsville: Connellsville Yard vs. 
Freight Office, at Fayette Field. 

Tuesdav, June 20. Superintendent's Office vs. 
Freight ()ffice. at Fayette Field; Connellsville 
Yard vs. Shops, at South Connellsville; Somer- 
set vs. Rockwood. at Rockw^ood. 



Saturday. June 24, Shops vs. Freight Office, 
at Fayette Field; Rockwood vs. Coiinells villa 
Yard, at South Connellsville;'Superintendent's 
Office vs. Somerset, at Somerset. 

Tuesday, Jime 27, Superintendent's Office vs. 
Connellsville Yard, at South Connellsville; 
Shops vs. Rockwood, at Rockwood; Somerset 
vs. Freight Office, at Fayette Field. 

Thursday, June 29, Shops vs. Superindentent's 
Office, at Fayette Field. 

Saturday. July 1, Freight Office vs. Rockwood, 
at Rockwood; Somerset vs. Connellsville Yard, 
at South Connellsville. 

Tuesday, July 4, Rockwood vs. Superinten- 
dent's Office, (2) at Fayette Field; Shops vs. 
Somerset, (2) at Somerset; Freight Office vs. 
Connellsville Yard. (2) at South Connellsville. 

Saturday, July S, Freight Office vs. Superin- 
tendent's Office, at Fayette Field; Shops vs. 
Connellsville Yard, at South Connellsville; 
Rockwood vs. Somerset, at Somerset. 


IS months old son of Car Repairman and Mis. G. F. Spangler 

of Somerset, Pa. 

Tuesday, July 11, Freight Office vs. Shops, at 
South Connellsville; Connellsville Yard vs. 
Rockwood, at Rockwood; Somerset vs. Super- 
intendent's Office, at Fayette Field. 

Thursday, July 13, Connellsville Yard vs. 
Superintendent's Office, at Fayette Field; 
Rockwood vs. Shops, at South Connellsville; 
Freight Office vs. Somerset, at Rockwood. 

Saturda}', July 15, Superintendent's Office vs. 
Shops, at South Connellsville; Rockwood vs. 
Freight Office, at Fayette Field; Connellsville 
Yard vs. Somerset, at Somerset. 

Tuesday, July 18, Superintendent's Office vs. 
Rockwood, at Rockwood; Somerset vs. Shops, 

at South Connellsville; Connellsville Yard vs. 
Freight Office, at Fayette Field. 

Thursday, July 20, Superintendent's Office vs. 
Freight Office, at Fayette Field; Connellsville 
Yard vs. Shops, at South Connellsville; Somerset 
vs. Rockwood, at Rockwood. 

Saturday, July 22, Shops vs. Freight Office, 
at Fayette Field; Rockwood vs. Connellsville 
Yard, at South Comiellsville; Superintendent's 
Office vs. Somerset, at Somerset. 

Tuesday, July 25, Superintendent's Office vs. 
Connellsville Yard, at South Connellsville; 
Shops vs. Rockwood, at Rockwood; Somerset 
vs. Freight Office, at Fayette Field. 

Saturday, July 29, Shops vs. Superintendent's 
Office, at Fayette Field; Freight Office vs. 
Rockwood, at Rockwood; Somerset vs. Con- 
nellsville Yard, at South Coimellsville. 

Note — Saturday games commence at 3.30 
p. m. Tuesda}' and Thursday games at 5.30 
1). m. July 4th games at 10.00 a. m. and at 
3.00. p. m. 

Pittsburgh Division 

Correspondent, C. W. Blotzer, Clerk, 
Accountant's Ojffice, Pittsburgh 

Divisional Safety Committee 

C". B. GoR.sucH Chairman, Siiparintendent 

T. Vy. Barrett Vice-Chairman, Trainmastor 

E. V. Sill Secretary 

C. C. Cook Division Engineer 

M . C. Thompson Road Foreman of Engine.'* 

C. W. C. D.\Y Division Operator 

K. J. Bren.van Superintendent of Shop.s 

A . E. McMillan Master Mechanic 

A.J. Weise General Car Foreman 

F. Brvne Claim Agent 

\\. F. Deneke Agent, Pittsburgh 

Dr. J. P. L.\WLER Medical Examiner 

M.J. Cook Brakeman 

S. Marshall Fireman 

M.J. Ford Conductor 

John T. Ward, general yardmaster at Glen- 
wood, who died March 21, was, in point of 
length of service, one of the oldest employes 
on our entire System. 

Mr. Ward entered the service as a water boy 
in the construction of the first roundhouse at 
Grafton, W. Va., on September 1, 1866. On 
March 1, 1867, he was promoted to driver on 
dump cars on the same work and remained in 
that position until October, 1873, when he took 
a position as brakeman. He worked out of 
Grafton until March 1, 1876, when he was trans- 
ferred to the Pittsburgh Division in the same 
capacity. On September 11, 1879, he was 
promoted to conductor, and held his run until 
November 7, 1894, when he was appointed 
yardmaster at Port Perry and McK^espprt. 
in March, 1902, he was appointed general 
yardmaster at Glenwood and served the 
Company at that point until within one week of 
his death. 

Funeral services were held in St. Peter's 
Roman Catholic Church, McKeesport, Pa., on 
March 25, and were attended by superintendent 
C. B. Gorsuch and his entire staff, J. A. Beatty, 
superintendent of the McKeesport Connecting 
Railroad and his staff, and a host of friends 
among the business men of this district. A 


A\n OHIO J;.MIM.o^■I■:s ma(;azi\i: 





Engineer Thomas Cushing and Conductor Charles E. Pope of the Burlinprton 
Chieano-Denver Limited. Both have carried Hamiltons for years with absolute 

THE reason for the popularity of 
the Hamilton Watch among rail- 
road men is the feeling of confidence 
they have when they buy it. 

You can look around you and see men carry- 
ing, with perfect satisfaction, Hamiltons they 
bought ten and fifteen years ago. 

When you ask who have the best watches you 
hear the names of men who own Hamiltons. 

These things naturally assure you in the idea 
that the Hamilton is a pretty safe watch for 
you to buy. 

The Hamilton Watch Book — "The Time- 
keeper" — Sent Free on Request 

It shows all Hamilton Models from $12.25 for 
movement alone ($13.00 in Canada) up to the Hamil- 
ttm Masterpiece at $150,00 in 18k. heavy gold case. 

For Time Inspection Service, Hamilton No. 940 
(18-size, 21 jewels) and No. 992 (16-size, 21 jewels) are 
the most popular watches on American Railroads. No 
extra charge for Safety Numerical Dial on Railroad 
watches. A Hamilton Movement can be fitted to 
your present watch case if you desire. 


Dept. 25 

Lancaster, Pennsylvania 

Please mention our magazine when writing advertisers 




special train in charge of conductor Sanner and 
engineer Richardson was furnished the funeral 
party. Interment was in Calvary Cemetery, 

The pall-bearers were Frank Bryne, Pitts- 
burgh division freight claim agent; G. J. Mc- 
Donough, general yardmaster, Demler; W. B. 
Rector, passenger conductor; J. A. Beatty, 
superintendent of the McKeesport Connecting 
Railroad; J. Fisher and M. J. Gaughan, mer- 
chants of McKeesport, and J. Fisher, Pittsburgh 
Division conductor. 

Mr. Ward is survived by two sons, Peter and 
John, and two daughters, Mary and Gertrude, 
to whom, through these columns, we desire to 
express our heartfelt sympath3\ 

The Baltimore and Ohio has lost a good 
Christian, faithful and (Conscientious employe 
and the Pittsburgh Division a particularly 
well liked and affable gentleman. His loss 
will be long and deeply felt by all. 

It was with deep regret that we parted with 
one of our most pleasant telephone operators, 
Miss Leona Jack, who has resigned to take a 
position with the H. Coppers Co. However, 
as this position is a promotion for Miss Jack, 
we can only extend to her our best wishes for 
success. We sincerely hope that she will re- 
member the friends she is leaving. 

The Pittsburgh Division has organized eight 
ball teams to compete for the Thompson Chal- 
lenge Cup. 

January 11 marked the beginning of the second 
half centurj' of service of Daniel Hunt, conduc- 
tor on No. 4, and one of the best kno\^^l men on 
the System. 

In 1866 Mr. Hunt, w^ho is generally known as 
^Tucker" Hunt, left his uncle's farm and 

entered the service as a hostler, at I'niontown. 
After a short time in that capacity he was made 
a passenger brakeman on a combination train 
running between Uniontown and Connellsville. 

After serving as a brakeman for several years 
Mr. Himt was promoted to the position of 
baggagemaster on the main line, between 
Connellsville and Pittsburgh. Ten years later 
he was made a freight conductor on the same 
division, a position in which he served until he 
was promoted to his present work. 

"Tucker" Himt was bom on PVbniary 18, 
1854, and is a distant connection of Abraham 
Lincoln. In 1876 he and Miss Mary Donahue 
were married. They liaAC six children, all of 
whom are living. 

During his long service with our road Mr. 
Hunt has beconu^ one of the most i)opular men 
in our en;ploy. Beside his many friends among 
his fellow employe's he is acquainted with 
almost every regular patron on the main line. 
Except for an occasional slight illness he is in 
excellent health, and his many friends, both in 
and out of the service, wish many more years of 
useful activitv to this veteran of the rail. 

Glenwood Shops 

Correspondent, Frank Rush 

Charles Chamberlin, pipe fitter in the round- 
house, slipped one over on the boys. Charles 
was married a couple of months ago and kept it 
a secret until recently, when he desired a pass 
and, of course, instead of paying her fare, he 
had to tell us the truth. 




The accompanying picture is of Harry Kra- 
vonak. fireman in Allegheny yard. Air. Kra- 
vonak has been in the service for about three 
years, and is well liked by the men. 

P. Bernhardt, machinist in the roundhouse, 
was also married a short time ago. Seems to 
be a habit for the bovs around this station to do 
the trick. 

Wm. Mertz, boilermaker in the roundhouse, 
is to be a June bride. Go to it, Bill, old boy. 

Edward Orbin, clerk to the storekeeper, has 
left the service to play baseball for the Cum- 
berland team. We all wish him success. 

W. J. Glaseman, machinist in the round- 
house, has entered the field of matrimony. 

To show what a man who is on the job can 
do, would advise that our blacksmith foreman, 
J. P. Kane, saved the Compan\' $1026.00 by 
picking Rex A A high speed steel out of the 
scrap. No doubt if the other foremen on the 
System were as alert as Mr. Kane we could 
save considerable monej' by doing this. Mr. 
Kane has been in the service of the Company 
for over twenty-five years and is well liked l)y 
the boys at this station. 

Glenwood dedicated their new ninety foot 
inspection pit on May 5. This was a big Safety 
P'irst move. 

The Glenwood back shop baseball team 
would like to arrange games with other teams 
on the System. The players are: Regulars — 
George Muirhead, catcher; James Doyle, 
pitcher; R. Shultz, short stop; E. Doran, 1st 
base; D. Friel, 2nd base; Red Parker, 3rd base; 
James Lynch, left field; E. Boyle, center field; 
J. AIcGuire, right field. Substitutes — L. Scheels. 
fielder; Quillen, pitcher; Hickey, catcher; Len- 
hart, pitcher; Twigger, fielder; Bollcns. fielder. 
Manager, Paul Ward. Umpire, Red Coleman. 
Captain, Doyle. 

All Saturdays during June and July are open. 
Address Paul Ward, Air Brake Shop. Glen- 
wood, for games. 

W. Nolf, pipe fitter at Glenwood, and Miss 
Lynn were married at Cumberland on May 6. 
Mr. Nolf thought that he put something over 

on (lie boys. He laid off on Eiiday at 5 p. ni. 
lo play l)asel)all, but instead of playing ball 
went to Cumljerland and got married. IIow- 
ever, the boys at the shops got wise and they 
gieeted Mr. Nolf at the train at McKeesport. 
After escorting him to Hazelwood, where he re- 
sides, they placed the bride and groom in a 
wagon and hauled them around the town for a 
couple of hours. When Mr. Nolf reported foi' 
work xMonday morning he brought a box of 
cigars with him to jiass around among the boys. 
No use in trying to get ahead of us. Ward. 
Others hatl lietter take notice, or the same; 
thing will happen to them. There is no use 
trying to hide youi' secrets. We always find 
thtMU out. 

New Castle Division 

Correspondent, F. E. Gorhy, Ch.icJ Clerk 
New Castle 

Divisional Safety Connmittee 

Pekm.\.\e.\t Mkmbkhs 

T. E. J.\Miso.v Chairman, Superintendent 

C. P. Angell Trainmu.ster 

H. A. C.\ssiL Divi.sion Knuinerr 

J. J. McGriRE Ma.ster Carpenter 

.1. B. D.xuGHERTY '. Road Foreman of Ensiines 

James Aiken Agent, Voung.stown. ( ). 

D«. E. M . P.\RLETT Medical Examiner 

C. G. OsBORXE Division Claim Agent 

F. H. Kxox Agent, New Ca^stle. Pa. 

.1. O. HiSTox Division Operator 

C. H. Wald RON'.. General Yardma.ster, New Ca.stle Jet., Pa. 

A. T. Hu.MBERT Master Carpenter 

Rotating Member.^ (to sarve three months) 

J. B. Butts Road Engineer 

A. B. Coulter Road Fireman 

C. D. Granger Road Brakemm 

J. C. McGowAN Yard Engineer, Ha.selton, P;i. 

A. G. Bates Yard Coodue'or 

J. L. Warnock Pipe Fitter, New Castle Jet., Pa. 

John T. Lynch Tinner, Painesvilie. O. 

J.I. Malone Track Supervi.^or 

The accompanying picture is of E. A. Gorman, 
who died at his old home in Sullivan, Ohio, on 
April 6. 

Mr. Gorman, who was known to most of the 
trainmen on the New Castle Division as "Dad."' 
began working for our Railroad in 1891, as 
pumper at Sullivan, and continued in that 
position until 1910, when" the pumping station 
was taken out of service. During his ninetc'cii 
years of service he was a most faithful employe. 




Chicago Division 

Correspondent, S. V. McKexnan, Assistant 
Chief Clerk to Superintendent 

Divisional Safety Cominittee 

J. H. Jackson Chairman, Superintendent, Garrett, Ind. 

T. B. Btjrgess. ..Vice-Chairman, Trainmaster, Garrett, Ind. 

G. P. Palmer Division Engineer, Chicago, 111. 

H. H. Harsh Division Engineer, Garrett, Ind. 

D. B. Taylor Master Carpenter, Garrett, Ind. 

F. W. Rhuark Master Mechanic, Garrett, Ind. 

D. Hartle Road Foreman of Engines, Garrett, Ind. 

F. N. Shultz Division Operator, Garrett, Ind. 

R. R. Jenkins Secretary Y. M. C. A, Chicago Jet.. O. 

Dr. F. Dorse y Medical Examiner, Garrett, Ind. 

Dr. C. \V. Hedrkk Medical Examiner, Chicago Jet., O. 

J. T. Rogers Trainmaster, Garrett, Ind. 

J . D. Jack Claim Agent , Garrett , Ind. 

John Draper Agent, Chicago. 111. 

A. D. Winner Agent, Walkerton, Ind. 

Herbert Shaffer Engineer, Garrett. Ind. 

A. W. Bauer Fireman, Garrett. Ind. 

C. W. Vananda Conductor, Garrett. Ind. 

C D. J.\cobs Engineer in Charge, Chicago Jet., O. 

W. V. Shannon Machinist, ."^outh Chicago. 111. 

W. L. Clark Boilermaker. Garrett, Ind. 

C. H. NixoN Yard Brakeman, Chicago Jet.. O. 

J. S. VE.AZEY' Gang Foreman, Car Dept., Garrett, Ind. 

Since it became known that A. W. Thompson, 
our third vice-j^rosident. had offered a cup to 
the champion baseball chib on the System, 
interest on the Chicago Division has l)een at 
white heat. 

At Garrett we now have a good first team 
organized and ready to play ball, a second team 
made up of men from the various branches of 
the service and a third organization consisting 
of office men. 

At South Chicago, Messrs. Booth. Huggins 
and Burke are completing the organization 
of teams. 

George W. Ward, a pensioned engineer of the 
Chicago Division, entered the service of the 
Baltimore and Ohio as a fireman, at Kevser. 
W. Va., in 1864. 

Mr. Ward was born in the Shenandoah Valley, 
Va., on November 22, 1842. His first ex- 
perience on the railroad was as a newsboy, 
before the Civil War. When he was a youth 
of eighteen he answered the call to arms, en- 
listing, on July 26, 1861, in the Second Maryland 
Volunteer Infantry. He fought in six battles, 
l)ut came out of them without a scar. On 
September 29. 1864, at the expiration of his 
term of enlistment, he was honorably dis- 
charged. He started railroading on December 
24. 1864. as a fireman on the second division of 
the Baltimore and Ohio, between Piedmont 
and Martinsburg, under William Edwards and 
A. J. Cromwell, master mechanics. His first 
engine was No. 40, and Joe Kearns was the 

On December 24, 1867, he was promoted to 
engineer. He went from the third division 
with W. H. Harrison, superintendent motive 
l)ower. to the Lake Erie Division, in Ohio, on 
November 10, 1880. On January 20, 1881, Mr. 
Ward was transferred to the Chicago Division, 
making his last trip on the road in December, 
1907. On the 24th of that month he was retired 
fi-om the service with a pension, having reached 
the age limit of sixty-five years, and being 
disabled for further duty. 

Mr. Ward tells of many thrilling experiences 
during his long service with the Company. 
The month of December and the particular 
date of December 24, have been a significant 
factor in Mr. Ward's career. He started rail- 
roading, was in his first accident, was pro- 
moted to engineer, had his engine blow up, and 
was retired, all on December 24 of different 
years. He now leads a quiet life, as his health 
will not permit him to be at all active. 

Mr. Ward has been a member of the Brother- 
hood of Locomotive Engineers since 1868, and 






has filled all the chairs from chief down. He 
is also a member of Charles Case Post. G. A. R. 
He is highly respected and it is hoped that he 
has manv more vears to live. 

Chicago Terminal 

Correspondent, R. G. Clark. Distribution 
Clerk, District Engineer's Office, Chicago 

Divisional Safety Committee 

Permaxext Committee. 

J. L. Nichols Chairman 

J. \V. D.\CY Trainmaster 

C. P. P.\LMER Division Engineer 

F. E. Lamphere Assistant Engineer 

Alex Craw Division Claim Agent 

F. J. Young Captain of Police 

C. L. Hegley Examiner and Recorder 

H. McDonald Superintendent. Chicago Division 

Wm. Hogan Superintendent. Calumet Division 

F. K. Moses Master Mechanic 

F. .S. DeVen Y Road Foreman of Engines 

Ch.\s. Esping Master Carpenter 

Dr. E. J. Hughes Medical Examiner 

C. O. Seifebt Signal ."Supervisor 

Morris Altherr Assistant Agent, Forest Hill 

RoT.\TiNG Members i to serve three months) 

"NV. M. Hudson Engine Foreman. East Chicago, Ind. 

Harry Neff Engine Foreman, Blue Island, 111. 

H. Schlee Engine Foreman, Robey ."^treet 

Chas. Sutherl.\nd Engineer, Robey Street 

John Lannon Engineer, East Chicago, Ind. 

M.vx Adams Fireman, Robey Street 

L. Scott Fireman. East Chicago, Ind 

C. B. Shaxer Terminal Engineer. Lincoln St. Terminal 

J. O. C.kluahan General Car Foreman, PZast Chicago, Ind. 

DA^^D Reid Machinist. East Chicago, Ind. 

Chas. Pouch Machinist , Robey St reet 

(Jn April 27, Dr. E. M. Parlett, T. E. Stacy, 
."^♦^'cretary of Riverside Y. M. C. A., and R. R. 
Jenkins, secretary of Chicago Junction Y. ^L 
C. A., gave a "noon hour" illustrated talk on 
•The Evils of Alcohol" at the Lincoln Street 
shops. Mr. Stacy and Mr. Jenkins told of the 
moral effects of the use of intoxicating licjuors, 
and Dr. Parlett gave a very forceful talk, 
proving that alcohol will ruin the mental and 
j)hysical system. In the evening these gentle- 
UKMi repeated their lecture in the immigrant 
room of the Grand Central station. 

The Fourth Annual Carnation Ball, given l)y 
Angus Brown Division No. .582 of the Brother- 
hood of Locomotive Engineers, was held on 
Saturday evening, April 29, at Emmett Me- 
morial Hall. The hall was beautifully deco- 
rated in carnation pink, and everyone wore pink 
carnations to complete the color scheme. The 
grand march was led by J. W. Fogg, formerly 
master mechanic, and Mrs. W. A. ^lurdock, 
grand president of the Ladies' Auxiliary. Over 
three hundred couples enjoyed the dancing. 
The arrangement and floor committees are to be 
congratulated upon their success in presenting 
one of the most enjoyable affairs of the season. 

T. J. Shea has been made chief clerk to the 
master mechanic at East Chicago, taking the 
place of J. O. Callahan, who was promoted 

Thomas Whalen has been promoted to the 
position of timekeeper in the master mechanic's 
office at East Chicago, vice C. W. Harris, re- 

Henry Loveridge, general foreman at East 
Chicago, attended the meeting of the advisory 
board of the Relief Department in Baltimore, 
in April. 

Since conductor R. Sinclair has left the long 
haul rim, and is now in the coach yard, he 
claims his hair is returning. We learn that 
he expects to take a trip to Milwaukee soon, but 
that has nothing to do with the fact that his 
tonic is nearly gone. 

Athletic Association Notes 

The baseball team has entered the Chicago 
Railroad League, comprising teams represent- 
ing the Chicago and Alton. Chicago. Burlington 
and Quincy. Chicago, Milwaukee and St. Paul. 
Erie, Chicago Passenger Club and our own 
Association. Old Jupiter Pluvius, our ever 
present friend at this time of the year, has in- 
terfered with the first two games on the 
schedule, but he has promised to let us alone 
after this. These postponed games, scheduled 
with the Burlington and the Passenger Club, 
will be played off later. Every loyal member 
of the association ought to be out at every 
^ame, to help our boys run up the big end of the 

Frank Ruth has been appointed chairman of 
the tennis committee. All those interested in 
Inlaying, whether or not they have ever played 
l>efore, will please get in commimication with 




Tho accompanyinp; picture is of our captain 
of i)olico, F. J. Young, taken at West Point 
Military Academy in 1903. when the cai)- 
taiu was a sergeant in charge of cavalry 
instruction. The handsome horse who could 
clear five feet over the hurdles was ridden by 
him at the Madison Square horse show in 1903. 

Captain Young was a trooper in the United 
States Cavalry, and served through the Porto 
Rican campaign in tlie Spanish-American war. 
At the time of the AguinaUlo insurrection in 
Pan Pango province, he was transferred to the 
Philippines, .uid was with General Funston 
when the Filipino huulcr was captured on the 
southern coast. 

He left army service in 1904 and joined the 
Pemisylvania s'tate police, aiding in the cai)ture 
of the' notorious hlackhanders near Greenshurg 
and the troublesome negro bands along the 
Monongahela river. He entered the servicf* of 
the Baltimore and Ohio in 1907, on the Pitts- 
burg Division. In 1909 he was made lieutenant 
on the Connellsville Division, and in 1910 was 
[)rom()ted to the Ohio Division of the South- 
western as captain. He came to Chicago on 
December 1. 1915. as captain of the Baltimore 
and Ohio and Chicago Terminal police. We 
wish more space were available to tell of his 
many adventures, for they would make inter- 
esting reading. Sometime, perhaps, we can 
prevail upon him to write up a few of them for 
the Magazine. 

The entertainment committee gave an in- 
formal May party in the Colonial ball room 
on May 20. This was covered by our special 
staff of reporters, and a full aecoimt will appear 
in the July issue. 

Terminal employes will be interested to learn 
that E. D. Cassel, formerly draftsman in the 
engineering department, had a tie spacer, his 
invention, on exhibition at the Railway Ap- 
pliances ShoAv, h^ld at the Coliseum. The 

tie spacer is being marketed by the Reading 
Supply Company, and we understand that it is 
proving a great success. Mr. Cassel is now 
assistant division engineer of the Newark 

The illumination in the Grand Central 
station waiting room has been greatly improved 
by the installation of nine 400-watt Denzar 
semi-indirect chandeliers. This light, though 
very powerful, is still restful to the eyes, 
and we do not think there is a better illuminated 
station in Chicago. 

South Chicago 

Correspondent, Oscar Wacker 

T. E. Stacy, secretar}^ of the Riverside Y. M. 
C. A. of Baltimore and R, R. Jenkins, secretary 
of the Chicago Junction Y. M. C. A., delivered 
their illustrated lecture on the "Evils of 
Alcohol" before a good crowd of employes at 
South Chicago on April 26. 

The accompanying picture is of Henry Berg- 
strom, the president of the newly organized 
Baltimore and Ohio Railroad Social and 
Safety Club. The club is getting along nicely, 
much interest is being taken in it by the 
employes and the membership is rapidly in- 
creasing. At a recent election the following 
officers were elected: Henry Bergstrom, presi- 
dent; Herbert Blake, vice-president; G. A. 
Strouse. financial secretary; Oscar Anderson, 
secretar}', and (iust WanslafT, sergeant-at-arms. 
The advisory board consists of R. A. Kleist. 
Arthur WenslafT and Squire Woodbeck, and the 
board of trustees of R. A. Kleist, Oscar Ander- 
son and Clvde Hazeltine. 


THE BAl/riMOKK AM) (;1II() KMPL()Vi:s M AdAZlNi: 

Ohio Division 

CorrcspondcMit , C. X. Bkvekley 
Chillicothc, Oliio 

Divisional Safety Committee 

G. D. Brooke Chairman, Superintendent 

P. H. Reeves Master Mechanic 

E. J. CoRRELL Division Engineer 

T. E. Banks Trainmaster 

II. Mallex Road Foreman of Engines 

Dr. F. H. Weide.\iann Medical Examiner 

M. D. Carothers Supervisor 

L. H. SiMO.vus Claim Agent 

L. Wallace Agent, ^Jidland City, O. 

F. M MiNCH Machinist 

B. W. Sands Road Conductor 

E. W. HcGHES Road Brakeman 

Fred. Templin Switchman 

Joseph Langley Car Builder 

H. L. Blackburn Road Engineer 

E. G. Brandenburg Road Fireman 

Two baseball teams have been organized on 
the Ohio Division. One is composed princi- 
l^ally of clerks and the other of shopmen. The 
first game will be played on the new grounds, 
which have been prepared for their use by the 
Railroad Company. Uniforms will be purchased 
with funds which have been donated by the 
divisional staff, and through the generosity of 
the Majestic Theater Co.. owned by the Myers 
Bros., at Chillicothe, Ohio, who gave a special 
show on the afternoon and night of May 22, for 
which an admission of ten cents was charged. 
Employes sold tickets for this show and received 
fifty per cent, of the proceeds. 

Considerable interest is being taken in the 
picnic, which will probably be held some time 
in Jime or July. We expect to have a large 
program of athletic games on that day. 

Following are a few irregularities noticed by 
members of the Safety Committee during the 
last few weeks: 

Employes climbing between cars in yard. 

A conductor running in front of yard engine 
when not necessary. 

Tools and boxes left between tracks where 
switchmen must work at night. 

Employes stepping between cars while in 
motion to turn angle cock. 

The attention of the employe at fault was 
called to the matter in each instance, and he 
was cautioned. While these may seem to be 
small matters, they might result in a serious 
accident to some one. Probably they were 
done thoughtlessly, but we should not leave it 
to the members of the Divisional Safety Com- 
mittee to do our thinking for us in matters of 
this kind. Each employe should appoint him- 
self a Safety Committee of one, to look out for 
these things, and if he will do this conscien- 
tiously, it may prove an everlasting source of 
thanksgiving to himself. 

E. R. Scoville, chief of the Safety First 
Bureau, has recently moved to Baltimore. We 
are indeed sorry to lose Mr. Scoville, but otu- 
good wishes go A\'ith him. 

G. S. Cameron, assistant superintendent at 
Chilli(iothe, and L. E. Gatwood. clerk in the 
division engineer's office at Chillicothe, have 
recently joined the ranks of the benedicts. 

Phase mention our magaz 

T. E. Banks and Richard Mallcn, 1 rairuuasici" 
and road foreman of engines, res|)»'ct ively. ran a 
foot race the other da>'. Mr. Alallen won the 
stakes, which amounted to Sl.OO. Mr. Banks 
wishes to re-run the race, as he stublx'd his toe 
and fell down at the end of fiftv vards. 

Indiana Division 

Correspondent, O. E. IIe.vdkhso.v, Conductor 
Seymour, Ind. 

Divisional Safety Committee 

Permanent Committee 

E. W. ScHEER Chairman, Seymour, In i. 

S. V . Hooper Trainmaster, Seymour, Iml. 

J. B. PuRKHiSER Trainma.ster, Seymour, Ind. 

E. J. Lampert Trainm;i.ster, Cincinnati, (). 

H. R. Gibson Division Engineer, Seymour, Ind. 

P. T. HoRAN R. H. Foreman, Seymour. Ind. 

H. E. Greenwood Master Mechanic, Seymour. Ind. 

S. A. Rogers Road Foreman of Engines. Seymour. Ind. 

M. .\. McCarthy Division Operator. Sej-mour, Ind. 

Dr. G. R. Gaver Medical Examiner. Seymour, Ind. 

L. A. CoRDiE Assistant .\gent, Cincinnati. O. 

J. E. Sands Agent. Louisville. Ky. 

E. Massman .\gent, Seymour, Ind. 

J. E. O'DoM Sp^ci.xl Claim .\gent, Cincinnati. (). 




Send alcetch or model for search. Highest Refereaces. 
Best Results. Promptness Assured. 


624 F Street, N. 

COLEMAN, Patent Lawy 

W. Washington. D 


Chestnut, between 21st and 22nd Streets 

^ Two minutes walk from the Baltimore 

and Ohio Station, five minutes from Broad 

Street, City Hall and the theatres by 

direct and comfortable trolley route. 

^ A quiet, cozy hotel where every patron is a guest 

in fact as well as in name. 

^ The Rittenhouse Cafe is noted for its unsurpassed 

cuisine and service, being supplied daily with fresh 

products — poultry, eggs and m'lk — from its own 

farms in Chester County. 

^ The Grill and Cafe make a special feature of 

"Club breakfasts." "Club lunches" and table d'hote 

dinners at reasonable prices. The Rittenhouse 

Orchestra furnishes delightful music during luncheon 

and in the evenings. 

^ One of the Baltimore and Ohio officials, who has 

stopped at practically every prominent hotel in this 

country and Europe, recently told us that he never 

enjoyed his hotel visits quite so much as here. 

Rooms $1.50 up — With bath $2.00 up 

The Rittenhouse in Philadelphia 
On the Edge of Everywhere 


ine when writing ad re r Users 



Rotating Members (to serve three months^ 

J. Hedges Engineer, Seymour, Ind. 

A. M. Ross Conductor, Seymour, Ind. 

Earl Fleetwood Fireman, Seymour. In 1. 

A. Harrison Yard Brakeman, Cincinnati. O. 

b. Cassin Track Supervisor, North Vernon, Ind. 

M. Gallagher Section Foreman, Holton. Ind. 



H^Bv ^H|^;^'^^t 


m tv, 


Cincinnati Terminal 

Correspondent, Joseph Beel 

Divisional Safety Committee 

I \ CoRDiE Chairman, .\ssi3tant Terminal Agent 

Geo." Schlenker ^9^f ^1^^^^ 9'^'"^ 

Robt. H. Searls Chief Claim Agent 

J. M. White -^ • ^T'"''i- KfK"!^'' 

Frank Goehle Interchange Clerk Eighth St 

L. G. Wilson Chief Delivery C er k 

Phillip Weber Receiving Clerk 

Henry Hagenskker Meyedo.-e 

Phillip Koth Tallyman 

T. P. Edgar, of general manager Davis' office, 
is busily engaged in organizing a ball team in 
the Cincinnati Terminals. He has enlisted a 
number of good players among the Baltmiore & 
Ohio Southwestern and Cincinnati, Hamdton tt 
Dayton employes, and hopes to secure sufficient 
plavers to assemble teams for both Baltimore c^' 
Ohio Southwestern and C. H. & D. So far, the 
following employes have answered Mr. Edgar's 
call for baseball players: D. Dewar, 1. f.; C. 
Backers, r. f.; E. Spille, s. s. and captain; H. 
Schuler, 3d; H. Newbower, c. f.; C. Walterman, 
Isf G. Vonderhaar. p.; R. Craft, p.; L. Lieber, 
c ; M. Zinns, c; J. Weghinger, c; E. Karch, 
E. Hauffelle, R. Coakley, F. Schmer, substitute 
plavers; R. Bennett, treasurer. As a tryout, 
Mr" Edgar took his players to Norwood, Satur- 
day. May 13 ("hoodoo day") to play the U. S. 
Printing Co., which has a team that plays in 
the Semi-Prof essional League.. The railroad 
team w^as beaten by a score of 13 to 3, but in 
view of the strength of the Printers' team 
showed up better than had been expected. 
The star feature of the game was the pitching 
of R. Craft, who will make any amateur team 
hustle to beat him. 

The many friends of Charles E. Fish, terminal 
agent of the Baltimore & Ohio Southwestern at 
Cincinnati, were sorry to learn of the death 
of his aged mother, which occurred on April 

27. The funeral was held on Saturday, April 29, 
from her late residence in Covington, Ky. Li- 
terment was at Columbus, Ohio, the funeral 
party being conveyed there in a private car 
which was furnished by the management as a 
mark of respect to Mr. Fish. The floral offer- 
ings were many and beautiful. Mrs. Fish was 
popular in church affairs, and during her 
illness was visited by mam' fellow^ members of 
her congregation. She was eighty-two years 
old. and is survived by three sons and three 
daughters, Charles E., Frank and William Fish, 
and the Misses Sarah, Mary and Jennie Fish, 
who have the sincere sympathy of their many 
friends. The funeral party was met at Colum- 
bus by relatives and b}' C. L. Johnson, the 
Baltimore & Ohio agent. 

The stork recently visited the home of Mr. 
and Mrs. Russell Bennett and presented them 
with a bouncing eight pound boy. Both 
mother and baby are doing well. Mr. Bennett 
is stenographer to the chief clerk in general 
manager Davis' office. 

On April 15, James W. Hitt, car inspector at 
Wood Street house and yard, w'as retired on 
pension after twenty-one years of continuous 
service. Mr. Hitt was born on December 5, 
1850, and on January 10, 1888, entered the 
employ of the Ohio & Mississippi R'y (which 
later became the Baltimore & Ohio South- 
western), remaining in the service imtil January 
15. 1891, when he resigned to take service else- 
where. He returned to the Baltimore & Ohio 
Southwestern on January 1, 1895, as car in- 
si)ector at Wood Street, w-here he remained 
until retired. Mr. Hitt was one of the most 
faithful and conscientious workers in the 
Terminals. He was always on the job; never 
losing any time, with the exception of a short 
vacation each summer, which he spent in visit- 
ing his children in Arizona. 

On May 1, W. F. Harris w^as appointed 
general foreman at Storrs roundhouse, vice 
P. F. Land}', transferred. Effective the same 
date, H. P. Hqgan was appointed day foreman at 
Storrs roundhouse, and Jack Tschuor, recently 
of Hamden, was appointed night foreman. 






Car inspector Cioorgo F. Craig was recently 
scalded on both legs while disconnecting the 
steam hose on train Xo. 48. He is now con- 
fined to his home. 

Illinois Division 

Correspondent, C. F. White, Disjxitchcr 
Flora, 111. 

Divisional Safety Committee 

C. G. Stevens Trainmaster 

C. \V. Potter Trainmaster 

C. H. K. Howe Division Engineer 

J. E. QuiGLEY Master Mechanic 

J F. HouAPP Road Foreman of Engine- 

H. E. Orr Master Carpenter 

C. S. Whitmore Signal Supervisor 

F. Wyatt Supervisor 

Hugh Clark Track Foreman, Flora 

G H. Singer Agent, East St. Louis 

C. S. Mitchell Agent, Flora 

I R \ Leffler Engineer, Shops 

A. C. Gill Engineer, Flora 

J. L. TiBBS Conductor, Flora 

Floyd Hoskins Forenaan, Flora 

Hlgh Kane Machinist , Shops 

J . Quale Machinist , Cone 

J.J. McNamara Paint Shop Foreman, Shops 

Lost, strayed or stolen from the Ma}" 
]M.vG.\ziXE, two pages entitled ''EXHAUSTS." 
Yours truly, 

Constant Reader. 
Constant Reader — We hope that it won't 
happen again. — Ed. 

The first baseball game of the local season 
was played on Saturday, May 13, between the 
Flora and East St. Louis teams. Flora won by 
a 3 to 2 score in a red hot contest. The game 
was a pitchers' battle, each hurler allowing only 
four safe hits. 

On May 1, H. L. Shelly was appointed day 
enginehouse foreman at shops, vice W. F. 
Harris, promoted. 

If " 




jh — 

On May 1. E. H. DeHoard. was a|)p()inte(l 
acting agent at S;i|em. 111., anrl on .Ma>' ."), .\. 
Johnson was appointed agent at Olney. III. 

The friends of brakeman Chailes (ieorge wre 
grieved to hear that he died on May 12 at 
Olney, where he had recently undergone an 
operation for ai^pendicitis. He latei- con- 
tracted pneumonia which resultetl in hi.-; (l;-af li. 

Toledo Division 

Correspondent, H. \V. Brant, Dirixion 
Operator, Dayton, Ohio 

Divisional Safety Committee 

F. B. Mm HELL Chairman, .Superintendent 

M. S. Kopp Trainmaster 

F. J. Parrish Division Engineer 

RoBT. Baxter Brakeman 

R, BoHANNON Conductor 

Wm. Tyrrell Machinist 

P. K. Partee Secretary, Secretary to Superi.ntendent 

The illustrated lectures on "Safety First," 
by Messrs. Stacy and Jenkins, secretaries of 
the Baltimore and Ohio Railroad Y. M. C. A.'s 
of Baltimore and Chicago Junction, were given 
at Ivorydale. East Dayton, Lima and Rossford, 
]\Lay 2, 3 and 4. The night meeting at Lima, 
held at the Elks' Home, proved to be "some 
meeting." Trainmaster Havens, chairmiin of 
the committee on arrangements, put over a 
real surprise on those attending, who did not 
e.xpect such an elaborate program. 

The meeting was opened by Mayor Simpson, 
who is a real "Safety First" exponent, and a 
strong believer in Y. AL C. A. work. 

Frank O'Connor, accompanied by Miss Ii-ene 
O'Connor, gave a baritone solo. 

Godwin's Gone Callouses 

CONDUCTOR GEORGE GODWIN, of the Illinois Division, recently had an 
experience that reduces the "Perils of Pauline" to insignificant tameness. He 
took the 2656 and Jimmy De Prince to Salem, for a train of chatts. In removing 
the cars from the connection the men were interrupted by four horses, who persisted in 
running between the cars and around the engine. They were either trying to make 
friends with the iron horse or were attracted by the oats in Jimmy's hair— George can't 
say which. After making several attempts to drive them away, George tied the pesky 
critters to a convenient telegraph pole. Running short of rope, he used his gallouses to 
tie the last one. 

Just as he finished the last knot a wild and woolly gypsy chieftain, accompanied by a 
fierce bulldog, appeared upon the scene. , He was waving a bunch of rope bridles and 
airing a vocabulary that had its origin back in the days of Captain Kidd. George sud- 
denly remembered what happens in Texas when you borrow a neighbor's horse, mistook 
the bridles for something else, and decided on a fast trip to the caboose. While he was 
mounting the side ladder of a box car that was blocking the way, the bulldog attached 
himself to the south side of George's trousers. George, having left a very important 
article of wearing apparel between a horse and a telegraph pole, now left a still more 
important one between a bulldog and a chance of eating his meals standing. A new 
style in uniforms was created when George called at the office attired in an apple barrel. 









Fuel inspector Dick, of the Baltimore and 
Ohio, a former senator, gave a short lecture on 
Safety First, its meaning, or-igin and impor- 

Engineer Frank Guinan. accompanied by 
Miss Kiefer. sanga tenor solo. Frank is a good 
singer, but he has nothing on his accompanist. 

Mr. and Mrs. Loubin, well known Lima 
musicians, gave a duet, Mr. Loubin playing the 
oboe, with Mrs. Loubin at the piano. 

Mr. Stacy, of the Baltimore Railroad V. M. 
C. A., gave an interesting illustrated talk in 
connection with welfare work. 

Mr. Jenkins, of the Chicago Jvmction R. R. 
Y. M. C. A., spoke at length on his past ex- 
periences, short and catchy incidents connected 
with the daily life of a former railroad engine- 
man, the value of Safety First and the very 
disintregating effect of "booze" on the life of 
a man. 

Brakeman Tommy Linder put on a black 
face sketch entitled "Old Plantation Days," 
consisting of singing, monologue and dancing. 
He was accompanied by Mrs. Tonmiy Linder. 

The Misses Dorothy Martz and Lucille 
Gurran gave piano selections. 

Superintendent F. B. Mitchell closed the 
meeting with a short address, e.xplaining the 
reason why these meetings are held and asking 
for the cooperation of the women folk in 
Safety work. 

Trainmaster M. S. Kopp and bride made a 
honeymoon trij) out of their vacation. The 
happy couple, after a trip to Philadelphia and 
Xew York City, have returned and will live in 
their residence in Dayton \'ie\v. 

Road foreman of engines O. R. Stephens is 
on his vacation. We do not know his exact 
location, but you might find him fishing off the 
bridge at Shoals, Indiana. 

The boys in the superintendent's office have 
organized a strong baseball team, and, from 
the way the}' practice during lunch hour, the 
Lake crowd at Toledo and that mechanical 
bunch at Ivorydale won't have a look in. 
Tommy Edgar, of the general manager's office, 
is hot after the bunch at Dayton, but they are 
foxy enough to wait until they get in condition 
before tackling that fast crowd. 

George Ohmer, president of the Ohmer 
Restaurant Company, who, perhaps had more 
to do with the growth of the Cincinnati, Hamil- 
ton and Dayton dining car service than any 
other man, died at his home in Dayton, Ohio, 
on April 18th. 

Mr. Ohmer, who was the first man to put 
a la carte service on dining cars in the west, 
started operating restaurants in railroad depots 
some sixty years ago. During the Civil War 
he was engaged in serving the Union Army. 

Mr. Ohmer bought the first cash register that 
was manufactured. Up to that time he had 
kept money in wooden drawers, and for some 
time had been missing bills. After the cash 
register was put in service these losses stopped. 
Ten years later the dining room was rebuilt, 
and a large rat's nest, built entirely of paper 

money, was found under the floor. This money 
was gathered up and sent to Washington, where 
it was redeemed for $160.00. 

At one time Mr. Ohmer operated twelve 
lunch rooms in Indianapolis, Dayton, Columbus, 
Lima, Garrett, Toledo, Hamilton, Cincinnati 
and other cities. He also operated Woodsdale 
Island Park and the Lagoon. They took in so 
much money at Woodsdale during Sunday ex- 
cursions that it had to be shipped to the bank 
in milk cans. 

It is said that the National Cash Register 
plant was once offered to Mr. Ohmer for SI, 700, 
but that he would not take it. 


Mr. Ohmer was a pioneer in the dining car 
business. Forty years ago he started operating 
cafe cars in the middle west. In this business 
h? made a fortune. 

United States Senator Thomas Taggart was 
given his first position by Mr. Ohmer, who 
employed him as a counter boy in his restaurant 
in Zenia. Senator Taggart advanced rapidly 
in Mr. Ohmer's service,. and was later manager 
of his restaurant in the Indianapolis station. 
Mr. P. Merkel, a millionaire depot restaurant 
man, was also given his start by Mr. Ohmer. 

Mr. Ohmer, although eighty-one years old, 
made a practice of going over the lines at least 
twice a month, and came into Cincinnati from 
his home in Dayton almost every day. At the 
time of his death there were seven dining cars, 
four cafe coaches, five cafe parlor cars and four 
restaurants under his supervision. 


Tlu> inany frieiuls of car distributor Fred 
Kistner mourn his death, which occurred May 
11th. He was formerly ein|)h)yed at Flora. 111., 
on the Southwestern. 

A. J. Maurer, assistant cashier at the Lima 
freight house, resigned on May 6 to j^o to 
Shively, Ark., where he has taken up a home- 
stead claim. 

L. H. Vorhis, second trick operator at. AX 
Cabin, is on his vacation now. His pass reciuest 
read for "Afr. and Mrs." The young lady 
resides at Trenton, Ohio. CJood luck, Lee. 

C. J. Hemmert, oi)erator at SW C'abin, who 
was on leave of absence, has tendered his resig- 
nation and accepted employment with th(^ 
Botkins F^levator Co., as manager. 

\'ance M. Kelley, operator on the third (lis- 
triet, has resigned to accept employment with 
a western road. 

E. F. McCafTerty, former roundhouse fore- 
man at Toledo, has been transferred to Hainil- 
ton, vice G. C. Smith, assigned to other chities. 
H. F. Saunders, formerly employed as a ma- 
chinist at Ivorydalc shop, has been promoted 
to the position at Toletlo vacated by Mr. 

The ball game between teams composed of 
the best: players among the employes at Toledo 
and Rossford resulted in a crushing defeat for 
the nine repres?nting Toledo and the office of 
the assistant superintendent. Pitted against 
the Toledo team was a team of seasoned players, 
chosen from the emploj'es of Rossford yard antl 
of the office of the assistant agent. Buck 
Stalker toed the elevation for Rossford, while 
Guth and Maxwell oozed the horsehide pill for 
Toledo. Dutch T^reck, in a tattered National 
League uniform, plugged the hole behind the 
plate for Ro.ssford. and Lavigne, fat but willing, 
performed for Toledo. For several innings the 
game was a sharp, even struggle. What was 
lacking in team work was oiade up in foot work 
and sliding to biises; that is, some slid, others 
sprawled, much to the delight of the large 
crowd of fans who shouted words of advice to 
those who were fortimate enough to get on 
bases. Stalker easily outguessed the oi)posing 
batsmen, and did not let loose anything dazzling 
until the sixth inning. He then started out 
to retire the batters as fast as possible. Fn- 
corking h's puzzling climb ball, he simj)ly scared 
the otner side stiff. This ball, it should \)v 
known, is always thrown swiftly, and it climbs 
right over the bat as the player strikes at it. 
The unii)ire was kept shouting "batter out" 
until he was hoarse. The final score was 11 
to 0, in favor of Ros.sford. 

The interior of the local office at Toledo pre- 
sents a much better appearance since it has 
been painted. 

E. L. Baumgardner, accountiuit at Toledo, 
is receiving congratulations in connection with 
an important event in his home. It is a boy. 

At the present rate of progress, the old bayou 
back of the freight house will soon be filled up. 
Several contractors are bus}' dumping dirt in 
the holes that are not already filled up. 

Please mention our magazine when writing adrertiser 


Whats Keedin^MeBack? 

You've wondered why you don't get ahead. 
Why your pay isn't increased. Why you don't 
get promoted. You've blamed everything and 
everybody, when the real drawback is yourself. 

You're standing still because you lack tratn- 
tng. Because ycm have not prepared yourself 
to do some one thino; better than others. If you 
really want to get ahead, the way is open to you. 

For 25 years the International Correspond- 
ence Schools have been helping men to climb 
into good paying positions. Nearly 5,000 re- 
ported last year that I. C. S. training had won 
them advancement. Yi^/^can get I. C. S. train- 
ing in your spare time in your own home without 
losing a day from your present employment. 

Position, power, good money, independence, are 
within your reach, 'Fhe L C. S. are ready to help 
you be the man you want to be. Let them show you 
how. Mark and mail this coupon. 

I. C. S., Box 8481. Scranton. Pa. 

r— — -^ — — — — TEAR OUT HtRE — —— — — — — — j 


Box 8481, SCRANTON. PA. 

Explain, without obligatliit: me, how 1 can qualify for 
position, or in the subject, before which I mark X. 

U Locomotive Kntiineer 
C locomotive Tirenian 
ni raveling Kntiineer 
n Traveling Fireman 
□ Air Brake Inspector 
P Air Drake Kepairman 
L KounJ House Foreman 
j_, i ruinmen anU Carmen 

Kaiiway C:onductor 

G Mechanical Engineer 
M Mechanical Draftsman 
n Machine Shop Practice 
n lioiler Maker or Desitiner 
C Steam Kngineer 
p Steam -Electric Knifineer 

bL_j C;ivil Kntiineer 
D Surveying and Mapping 
DR R- Constructing 
C Bridge Engineer 
G Architect 
n Architectural Draftsman 
Contractor and Builder 
Structural Kngineer 


H. R. .\gency Accountins 
IR. R. (ienl. Oftice Acciiny 


StenOKiapher and Typist 

Higher .Vccounting 


(io»)d Knvilish 


Advertising Man 

i:ivil Service 

Railway .Mail Clerk 

Klectrical Kngineer 


Kleclric NN'irinn 

Klectric KiKhting 

Telegraph Expert 

Mine Foreman or Engini-tr 

Metallurgist or Prospector 
\ Chemical Engineer 
' iErlriiltiirf ^ Spaiii<.h 

Puiilirt lUUIuf J t.vrnian 

Automobiles J Kmirh 

into KrpalrliiK LJ Italiun 

I Occupation 
& Employer. 
and No 





fL 1 I I 

IHl' i " ^ ■ l^y '■ 1 mm-' 






Garford Motor Truck Company Big Shippers Over 
Baltimore and Ohio 

Thirty-Eight Car Train Carried 150 Garford Trucks from 
Lima, Ohio, to New York 

The panorama picture on this and the oppo- 
site page, which, on account of its size, had 
to be cut in four sections, shows one of the sev- 
eral train loads of Garford Motor Trucks which 

liave left the factory of the Garford Motor 
Truck Company during the last ten months. 
The motor trucks shipped by this company since 
April, 1915, have involved the use of seveial 





thousand freight cars, which would have made 
Uji over a hundred trains of thirty cars each. 

We have been favored with much of this 
business, and that our service has been satis- 
factory is evidenced by the following letter: 

Lima. Ohio, U. S. A., May 4, 191G. 
Mr. H. W. Brvxt, Division Operator, 
The Cincinnati, Hamilton & Dayton R. R. Co.. 
Dayton, Ohio. 
Dear Sir: 

Referring to your recent letter asking us if 
your service was satisfactory. 

Wish to advise that we have no complaint 
whatever to make. Cars are switched promptly 
to and from our plant and put in the best trains 
leaving Lima. If we need special switching at 
any time we have always found your office here 
willing to do all in their power to see that it is 
taken care of. 

A large amount of our export business moves 
via your line in connection with th? Baltimore 
and Ohio, as our eastern forwarding agents 
advise that the Baltimore and Ohio has the best 
lighterage and gives more attention to each ship- 
ment than anv other litK^ enterin*! X(nv York. 




while tlio niniiiiig time is eciual to that of other 

We hope that these few wolds Avill convince 
you that we are satisfied with your service. 
Yours very truly, 
The C'iarford Motor. Trick Co. 
(Signed) J. A. Miller, T. M. G. R. 

The Garford Company has enjoyed a business 
(luring the last year which, while not spectac- 
ular from the standpoint of war orders, has 
strengthened its popularity with the domestic 
trade and at the same time insured its future 
in foreign markets. Very few "war orders" 
were handled, and at no time has domestic 
delivery been sacrificed to foreign sales. The 
commercial foreign trade has had a healthy 
growth. Notwithstanding the European con- 
fiict, the (Jarford is finding favorable markets 
in Australia, New Zealand, India. Africa, South 
America and other territor}' unaffected by the 

Any kind of body equipment can be carried 
on the CJarford chassis. Loads varying from 
eggs to steel castings can be hauled with erjual 
safety and certainty. Eire, police and other 
municipal departments and bus and stage line 
operators all find the Carford machines suited 
to their respective requirements, because 
careful design has made them strong enough 
for carrying heavy solid weights and resilient 
enough for the more fragile goods and for 
passenger service. 

The (larford Motor Truck Company em])loys 
a force of experts to analyze the needs of cus- 
tomers and to recomnuMul proixM- e(iuipm(>nt. 
This service is free. 

Garford trucks have been on the market for 
a number of years, in fact since the beginning 
of the motor truck industry, and are well known 
for their dependable service and economical 
operating and maintenance expense. 

The plant at Lima is thoroughly up-to-date 
in every particular and is said to be the largest 
factory in the United States devoted exclu- 
sively to the manufacture of motor trucks. 

O. H. Lampton, assistant storekeeper at 
Hossford, has been promoted to a position in 
the mechanical department at the same i)lace. 
Mr. Lampton made an enviable record while in 
charge of the storeroom, and a host of friends 
wish him good luck in his new position. 

Arthiir Guth, stenographer in the office of the 
assistant superuitendent at Toledo, has decided 
that two can live as cheaply as one. The 
honeymoon will include Niagara Ealls and 
several eastern cities. 

W. H. Lammers, piecework inspector at 
Hossford, recently passed around cigars on the 

arrival of a boy at his home. 

Sandy Welsh, yard conductor, was recently 
a visitor at Custar, Ohio. 

To prove their faith in Toledo real estate, 
switchman Spaulding and night yardmaster 
Horsman have each purchased a home there. 

Al Zink, chief engineer at the coal machine, 
was called to Napoleon, Ohio, on April 22 by 
the death of his father, who, for several years, 


THE BAl/riMOUK AM) (IHKI i:.\Il'l,(IV]:^; MA(IA/,I.\E 


The Watch That's Guaranteed to 
Pass Inspection for Five Years! 

However close your time limits, we guarantee the South 
Bend Uailroad Watch to meet them. Further still, we 
guarantee the South Bend Railroad Watch to meet anij 
changes in time refjuirementsof either your present road 
or any road to which you may transfer within fiveyears. 

It is the onli/ watch so guaranteed! 

and in spec- 

was employed as an engineer by the Cincimiati, 
Hamilton and Dayton. 

F. Hoffman, operator at the coal machine, 
recently became the father of a fine girl baby. 
This is his third one. 

Friends of Ed Schoof, general foreman at 
Toledo dock, are glad to see him back at his 
work after being off duty for three months be- 
cause of sickness. 

A. W. King, switchman at Rossford, was 
called to Pittsburgh recently because of sick- 
ness in his family. 

Wellston Division 

Correspondent. J. M. Rowland, Timekeeper 
Dayton, Ohio 

Divisional Safety Committee 

A. A. Iams Chairnaan, Superintendent 

R. W. Bkown Trainniiuster 

H. G. Snyder Division Engineer 

C. Greisheimer Supervisor 

S.J. PiN'KERTON Supervisor 

3. M. Baker ' Supervisor 

R. O'Xeil '. Division Foreman 

F. M. Dr.\ke Relief Agent 

P. M. P.\rnell Conductor 

George W.\gxer Engineer 

J.J. FiTZM.\RTiN Division Operator 

Cl.^rexce Smith Yardmaster 

Ed. Childs St itionarj- Engineer 

Carload shipments of eggs arc now mov- 
ing from Ottoville, three cars per week with 
contracts for an increased out-put. Cars move 
into Philadelphia and New York City via the 
Baltimore and Ohio and Pennsylvania Com- 
panies. The live poultry will move in a month 
or so, at about the same rate, moving into New 
York via the Erie and into Detroit via the 
Grand Tnmk. A new truck has been sent there 
for handling the less carload and express 
shipments of these commodities, which are 
very heavy at times. Recently one express 
consigmnent of eggs took nearly a whole car. 

The Odenweller Milling Company is ship- 
ping lots of flour less carload, while the new 
lumber yard has boosted the station receipts 
with their revenue on twelve cars of Iinnber, 
posts and cement since March 15. Business is 
rushing at the station. 

The tonnage moving over the Wellston 
Division from Dayton to Wellston is extrenu'ly 
heavy at present, because of the fact that this 
is the season of the year for consignments of 
ore to begin moving from the Lakes to the 
furnaces in Jackson County. 

It keeps trainmaster Brown and his force of 
dispatchers busy keeping Dayton yard cleaned 
up. It also keeps division foreman R. O'Neil 
and his force hustling some to furnish power. 



but they arc equal to the occasion and arc ghid 
to see business so good. 

L. S. ]Morrow, tonnage clerk in the superin- 
tendent's office, left on June 8 to spend his 
vacation at Cutler. Washington Coiuity. his 
home. It is thought by many of his friends 
that he will be among the much married when 
he returns. 

The accompanying picture of Section 27 was 
taken at Campbell, Ohio, on the Ironton Branch. 
.This section, being in the rough, hilly district, 
is one of the most difficult to handle on the 
Cincinnati, Hamilton & Dayton, but Gu}' Slagle. 
foreman, and his competent force are able to 
k '?n everything in good condition. 


There was a bad landslide at West Junction, 
on May 7, which caused some delay to traffic, 
but owing to our efficient maintenance of way 
force at that point, the delay was considerably 

Passenger fireman Dan Mulhern has the smile 
that will not come off. The stork visited hi.s 
home on April 16, and left him a fine boy. 
Congratulations, Dan. 

Superintendent A. A. lams, with a number of 
other officials of the Cincinnati, Hamilton A: 
Dayton, left on May 6 on a tour of inspection 
to the Pacific Coast. 

George Kineat, maintenance of way time- 
keeper, joined the benedicts on Ma}' 20, when 
Miss Ella Weigand of Cincinnati became Mrs. 
Kineat. His many friends wish him smooth 
sailing on the sea of matrimony. 

Sandy Valley & Elkhorn Railway 

Correspondent, George Dixox, Chief Clerk 

Divisional Safety Committee 

H. R. Laughlix Chairman 

A. W. White Supervisor M. of W. Department 

D. W. Blankexship Section Foreman 

S. H. JoHxsox Engineer 

E. E. Cassidy Fireman 

J. M. MooRE Conductor 

A. ]\I. Ward, formerly bill clerk at Shelby for 
the Chesapeake & Ohio, has accepted a position 
in the agent's office at Jenkins. 


The accompanying picture is of the members 
of the crew occupying cab C-1379. From 
l(>ft to right the men in the picture are con- 
iluctor Fred Rutherford, brakemen David 
("hafin and J. N. Gilliam. The caboose was 
icccntly overhauled at the Jenkins shop. 

E. G. Bond, formerly cashier-accountant, has 
r»een appointed agent at Jenkms, vice E. A. 
Waters, resigned. Mr. Waters has accepted a 
position in Cincinnat'", with the Big Four. 

Traveling auditor L. Y. Glessner and route 
agent R. K. Moore, of Wells Fargo & Co. 
Express, were on the line in May, checking 
S. \'. & E. agents. 

Conductor Jesse Moore, who has been ill for 
some time, is out again. We are glad to see him. 

Brakeman Ramsey is on a leave of absence, 
visiting relatives and friends in Cincinnati and 

.Machini.^t Hslper Lee Hall standing on pilot beam 

How Government Ownership Works Out 

for the Employe 

By C. J. Keene 

Chief Clerk O. & L. K. Division, Zanesville 

WHEN the writer was in Europe, some time 
before the outbreak of the Great War, 
the railroad men in one of the countries 
he visited decided to strike for higher wages. 
The strike was orderly — the men just stopped 
work. There was no violence or rioting. 



Compare the Work 

THOUSANDS upon thousands of earlier models of the Royal are in service after 
years of use. 
Royal Master-Mode! 10 shows the perfection of Royal principles. 
Get the facts. See this typewriter which gives triple-service — which writes, bills- 
and-charges, and types cards, all without a single extra attachment. 
Compare the Work — the flawless, perfect presswork. See how the construction of 
the Royal combined with the personal-touch adjustment enables the operator to 
do more work and better work with less effort. 

Here is a typewriter which, from the standpoint of construction and standpoint of 

service actually delivers its full hundred dollars 
worth in value and saves its owner time and 
money above that. 

Telephone or write any Royal branch or agency today for a 
demonstration. This places you under no obligation. 


15 Royal Typewriter Building 
364 Broadway : : New York 

Branches and Agencies the World Over 

"Compare the Work" 


In that country (and in most other European 
countries), the railroads are operated under 
the direction of the government, and the 
officials of the railroad are also officials of the 
government. Also, in this country, the rail- 
road man, when heaters the service, executes 
])apers which mak^iiim a military reservist, 
subject to call for s^vice at any time and. when 
so called, subject tef strict military discipline. 

So, when the railroad men went on strike 
the government authorities mobilized the 
railroad reservists — the same men who were 
striking — and operated the trains as usual. 
The men were doing their regular work, but at 
a much lower rate of pay and under strict mili- 
tary discipline. If they quitted their jobs 
they would be regarded as deserters, liable to 
the heavy penalties usualh' inflicted upon those 
iiuilty of that offense by a court composed of 
militar}' officers. 

What did the railroad men do? They did 
Avhat any sensible man would do under like 
circumstances — chose the lesser of the two 
evils and returned to work at their former rate 
of pay. 

There are people who tell us that the solution 
of the problems of our railroads is government 
ownership. This exam])le shows how govern- 
ment ownership would work out for the railroad 
employes. It would give the government a 
tremendous hold over the men. and I do not 
see in what way it would be of benefit to them. 

Please mention oio- magaz 

While there may still be manj- questions to 
work out, and while our American railroads 
are not perfect in ever}' way, it does seem that 
there is no reason for us to want the conditions 
outlined in the foregoing to prevail here. 
Think it over. 

Senses of Trees 

Mr. James Rodwa}'. who is the curator of the 
British Guiana Museum and an eminent botan- 
ist, declares that plants have at least three of 
our five senses — feeling, taste and smell — and 
that certain tropical trees smell water from a 
distance and will move straight toward it. 

But trees not in the tropics can do as well. 
A resident of an old Scotch mansion foimd the 
waste pipe from the house repeatedh' choked. 
Lifting the slabs in the basement paving he di.s- 
covered that the pipe was completely encircled 
by poplar roots. They belonged to a tree that 
grew some thirty jards away on the opposite 
side of the house. 

Thus the roots had moved steadily toward 
the house and had penetrated below the founda- 
tion and across the basement until they reached 
their goal, the waste pipe, 150 feet away. Then 
they htid pierced a cement joining and worked 
their way in. There seems something almost 
human in such unerring instinct and persever- 
ance in surmounting obstacles. — The Scotsman. 

inc ichcn writing advertisers 

He Knew 

"Do .you know where the'little boys go who 
don't put their Sunday School money in the 

"Yes'm — to the movies." — WpsfinghouseEIec- 
l)-ic XeivK. 

Expensive Talk 

Bhick— ''Could you give mc just one minute 
of your time? 1 want to borrow $10." 

White— "That would be giving you two full 
days. I get only $30 per week." 

—Illustrated World. 


Martin Tipper edited the Hokeville Herald, 
and Hiram Playfair owned the Hokeville Onera 
House. The day after the Herald published a 
smoking roast of Hiram's last theatrical offer- 
ing which Tipper had viewed from a compli- 
mentary seat, editor and impresario met. 

"You remind me of Bill Bachbighter," 
caustically commented Playfair. 

"Er— how is that?" stammered Tipper. 

"Bill was takin' a short cut through a timber 
pasture, when he saw Miss Abigail and Miss 
Tabitha, two elderly spinsters, swimmin' iij 
the creek without bathin' suits. Bill got his 
eye full, and then spent the next week tell in' 
folks what ornery figures the girls had. When 
Miss Tabitha heard about his remarks, she 
was red hot. 

'• 'The sneakin' pup!' she cried. 'We ought 
to horsewhij) him." 

" 'Pooh,' sniffed Miss Abigail. 'I dor't set; 
that a deadhead has any right to complain 
about the cjuality of the entertainment.' "— 

•♦Uncle Joe's" Story 

Former Speaker Cannon tells this story of his 
early imi)ecunious days: 

"One of my friends was a struggling physician. 
Neither fame or fortune had come to either of 
us. but we were always hopeful. The years had 
weighed heavih'^ upon my friend, however, for 
he soon lost his hair, being quite bald. 

"One day I greeted him with a beaming 
countenance and exclaimed: 

" 'What do you think, Henry? I have just 
bought an office safe.' 

" 'Then. Joe,' said he, with the utmost 
gravity, 'I shall buy a hairbrush.' " 

— PiUsihurgh Chronicle-Telegraph. 

Object, Matrimony 

"So you don't believe in advertising, eh," 
scornfully r(^markedtheup-to-date businessman. 

''No, I don't," insisted his sad-e3^ed neighbor. 
''I gol my wife that way." — Judge. 

Why They Suff 

Sign on Twentieth Street, near Sixth Avenue: 
"Wanted — A few girls to clean waists. Also 
a few bright girls. Apply ninth floor." — Nexc 
York Trif)un£. 




Wouldn't You? 

Passing through a military hosintal, a dis- 
tinguished visitor noticed a private in one of the 
Irish regiments who had been terribly injured. 

To the orderly the visitor said: "Tliat's a 
bad case. What are you going to do with him'?" 

"He's going back, sir," replied the orderly. 

"Going back!" said the visitor, in surprised 

"Yes." said the orderly. "He thinks lie 
knows who done it." — Ideal Power. 

He Was a Record Breaker 

An earnest clergyman one Sunday morning 
was exhorting those who had anxious and 
troubled consciences to be sure and call on their 
pastor for guidance and prayer. 

''To show you, my brethren, the blessed 
results of these visits to your pastor," said he, 
"I will state to you that only yesterday a 
gentleman of wealth called upon me for counsel 
and instruction; and now today, my friends 
— he sits among us. not only a Christian, but a 
happy husband and father." 

A young lady in the audience whispered to a 
matron: "Wasn't that pretty c^uick work?" 
—Illustrated World. 


"My boy," said the elderly millionaire, at 
the end of a lecture on economy, "when I was 
your age I carried water for a gang of section 

"I'm proud of you, dad," answered the 
gilded youth. "If it hadn't been for your 
pluck and perseverance I might have had to do 
something of the sort myself." — Binningham 

A Plea For Quiet 

Residents near a railroad terminal recently 
sent the following inquir}' to the official in 

"Gentlemen: Is it absolutely necessary, in 
the discharge of his duty day and night, that 
the engineer of your yard engine should make it 
ding dong and fizz and spit and clang and bang 
and buzz and hiss and bellow and wail and pant 
and rant and yowl and howl and grate and grind 
and puff and bump and click and clank and 

cluig and moan and hoot and loot .-uid cia^li 
and grunt and gasp and groan and whistle and 
wluH'ze and scjuawk and blow and jar and p 'rk 
and rasp and jangle and ring and clatter and 
yelp and croak and howl and hum and snarl and 
i)ufT and growl and thumj) and boom and clash 
and jolt and jostle and shake and screech and 
snort and snarl and scrape and throb and crink 
and jangle and Cjuiver and rumble and roar and 
rattle and veil and smoke and sm-ll and shri>'k 

He Got the Point 

A member of the executive committee of a 
club has become heartily disliked by his asso- 
ciates because of his habit of constantly inter- 
rupting the meetings of that body by object- 
ing to every motion not in accord with his own 

At a recent meeting an important motion was 
up for discussion. After the nK'ml)er in (juestion 
had failed to attract the attention of the chair- 
man by his many objections he suddenly arose 
and shouted: 

"Mr. Chairman, I rise to a point of order!" 

The chairman glared, "Sit down on the 
same point," he snapped. 

-^Thonutx .V. Miranda 

Well, There are All Sorts of Culture 

"Yes," said Mr. Smith, "when 1 was in Paris 
I had an opportunity to buy either a Murillo or 
a Rembrandt. I finally took the Rembrandt, 
and I hope I did not make a mistake." 

"Yell, as far as that goes," said Cohen, "any 
of them French machines is pretty good hill 
climbers." — Baltimore Trolley Xew<. 

A Doubt 

"Talk is chea])." 

"Hm! have you ever seen a long-distance 
telephone bill?" — Baltimore American. 


Mrs. Murpliy — "I see there's a report from 
Holland that concrete bases for German can- 
non have been foimd there." 

Mrs. Casey — "Don't ye believe a word ye 
hear from Holland. The geography says it's 
a low, lying country." — Boston Transcript. 



Glee Club Concert 


point and worth while. In fact, his expression 
of gratification can be taken as an indication of 
his sympathy with every' Company activity 
which has the same high ideals and unselfish 
motives which are trying to be lived up to by 
the members of the club. 

It is hardly necessary to saj' that his address 
and the attendance of so man}' of our executive 
officers were most gratifying features of the 
evening's performance. It was a great pleasure 
for the club to be able to bring together so 
many employes with the able men under whose 
direction they work. 

The spirit of '"Preparedness." which seems to 
pervade all of our country today, was then given 
informal exi:)ression when the strains of the 
*"8tar Spangled Banner" were struck by the 
orchestra, the audience rose, and, accompanied 
by the waving of the Stars and Stripes by two 
boy scouts in uniform, the first and last verses 
of our glorious national anthem were sung. 

The ''Priests' War March from Athalie" 
was then given as a postlude l)y the orchestra, 
as the audience left the auditorium. In the 
lobb\- they were faced by a huge sign inviting 
them all to go to the ball room of the Belve- 
dere and enjoy the dancing there. Five or six 
hundred of the guests took advantage of this 
oi)portunity and the magnificent and com- 
fortable auditorium on the top floor of the 
hotel was soon given over to the merry tripping 
of hundreds of couples. Among those seen on 
the floor were the two soloists of the evening, 
Mr. Spross and Mr. ALathieii, Mr. and Mrs. 
Shriver, Mr. and Mrs. Thompson, Mr. and Mrs. 
Galloway, Mr. and Mrs. Clark, and many of 
our other officials with the ladies of their 
pajd^r The dancing was continued until 

"^ '^ le o'clock, the music being furnished by a 
SDWQtiid sixteen piece orchestra under tlv,' 
:ion of C. Sherman Knight, 
le success of the evening was but thf 
natural exjiression of the whole spirit which has 
dominated the entire development of the club. 
The boys have worked hard and unselfishl>-, 
in fact, with considerable self sacrifice, although 
at the same time keen enjoyment, and their 
efforts just had to be rewarded so fittingly. 
There has never been a time in the history of 
the club when the expression of opinion and 
desire has not been practically unanimous for 
everything of a worth while nature which has 
been advanced. And the cooperation afforded 
by the Company in giving transportation and 
time for out of town trips, and when necessary, 
special cars, has been duly appreciated. The 
club, therefore, feels that its aspirations as 
enunciated on the first page of the program of 
the 1915 concert have been to a large degree 
realized. They are as follows: 

''Meeting together once a week for the past 
seven months has taught us members of the 
Baltimore and Ohio Glee Club some of the 
l)eautiful lessons of music that we never knew 
before. Always we have been inspired by our 

songs, and among us have grown the enduring 
ties of friendship and good-fellowship. We 
appreciate the encouragement and support of 
the many well-wishers of our enterprise, and 
in presenting this concert for their enjoyment, 
we dedicate it to the hope that it may hel)) 
develop a broader spirit of good-fellowshi{) 
throughout our whole organization." 

Stimulated l)y the example of this, which we 
believe is the first Glee Club organization on 
the Baltimore and Ohio which has been self- 
supporting, successful and helpful, we hear of 
other musical organizations being developed 
at various places on our line. If this activity 
were all the good accomplished by the parent 
club, it would be worth while. For it is the 
feeling of the old (and still v^ry young) organi- 
zation, that music is one of the finest of influ- 
encr's and that, properly directed, it can accom- 
plish great results in stimulating good fellov\- 
shij) and a spirit of helpfulness and mutual 
regard among men. And in concluding, the 
Glee Club can give expression to no higher 
sentiment than to wish to all of those new or- 
ganizations the fullest measure of success. 

V " 

1 Rank of Divisions and Districts in Per- 
formance of Quick Dispatch Trains, 
March and April, 1916 








Cumbetland W. E. 


Cumbetland E. E.. 





New Castl» 



New York 





































17 ^ 


Cincinnati, Hamilton & 

Baltimore and Ohio 



Main Line 

N^w York 

Office of 

General Superintendent of Transpoi tation 

Baltimore, May 4, 1916 

Baltimore "^Ohio 


cs Magazine 

Built and maintained by Endicott, Johnson & Co., makers of Hide to Wearer She 

Employes at Play 

Back of every pair of ENDICOTT, JOHNSON shots is fair treatment of the 
workers who tanned the leather and made the shoes. 

After the day's work our people must have recreation for the recuperating of 
both Mind and Body. For this reason we have built our Playgrounds so that 
all might have the benefit of healthful open air exercise. 

THE RESULT — Healthy, Happy Workmen turning out Strongr Sturdy Shoes 
for the people. 

Endicott, Johnson & Co. 


ENDICOTT ^''"'m»omm»,,mmmc.,»m^mmm^^^^^ m»o»,mmt NEW YORK 

Please mention our magazine when writing advertisers 


What Jim HilK 

Did— YOU 

Can Do 

Read the life-story of any big figure 
in the railroad world. Back of all the 
other factors that made them big men is the 
all-important factor of knowing how to 
save. Not merely saving— not just providing 

against a rainy day — but going still further, making their 
savings mean something big — something really worth 
while. They couldn't do it unless they knew how to 
save. Because they knew how to save— they got to 
the top. Do you know how to save? Nathaniel C. 
Fowler, authorof "Starting in Life," "Practical Salesman- 
ship," etc., has just completed a new and authoritative 
book on this all-absorbing topic "How to Save Money." 
It's actual, real, live knowledge on the subject — gleaned 
from a thousand and one diflferent sources— written clearlj-, 
simply and so that you can understand and profit by it. 

This Book Tells 

4. — ^ 


This remarkable 
book is simpl y 
crammed from cover 
to cover with price- 
less knowledge on the subject 
of how to save money. 
No idle theories — ^no guess- 
work — but facts, actual 
facts. Mr. Fowler gets 
right down to hardpan and 
gives you interesting, true 
facts on the care of 
money — on every kind 
of investment ; an expose 
of the prevalent fraudulent and get-rich-quick 
schemes; valuable and authentic information for 
all moderate money savers and small investors. 
It deals with life just as you live it — tackles and solves 
the self-same problems that perhaps make saving, let 
alone knowing how to save, so diflficult for you. 


I Just Send $1 
' One Dollar ' 


Only a dollar mind you — surely small 
enough investment for a book like this that's 
worth many, many times that much in use- 
ful knowledge to you. Why grope in the dark, why 
handicap yourself in the game of life, when " How to 
Save Money" is ready, waiting to direct you along the 
right road to big success — to give you the knowledge 
and the confidence that knowing how to save inspires. 
Don't delay — send your dollar now (send money order 
or stamps) and we'll send you this handsomely bound 
287-page book at once, postpaid. Send Jl.OO now — today. 

Baltimore and Ohio Employes 

Camden Station 

Baltimore, Md. 


Vr/E CORDIALLY invite all employes 
to inspect carefully the advertising 
now appearing in our Magazine. It is our 
purpose to offer only such things as will 
legitimately appeal to the rank and file 
of our readers. All advertising will be 
rigidly examined before insertion so that 
there may be no question about its 
standard. No objectionable advertising 
will be accepted :: :: :: :: :: :: 


$44.80 per page, each insertion; 20 cents per agate 
line (fourteen agate lines to an inch). Width of 
column, 16 ems or 2| inches. 

Rates for covers, extra colors and preferred positions 
will be supplied on request. 

For Further Particulars Address 
Robert M. Van Sant, Advertising Manager 

Mt. Royal Station Baltimore, Md. 

NOW know the comfort of quick, legible 
writing on a regular $100 typewriter 
—sold by us for only $48.50. And the 
privilege of 30 days' free trial besides. Earn enough 
money during: trial time to pay for the machine. 
You will easily get from 10c to 20c a page from 
those near you who will be glad to get work done. 

Reliance Visible Typewriter 

One of America's standard machines. Soldunderad- 
vertisad name f or SIOO.OO. Has all the conveniences, 
the best improvements, the strength andfine appear- 
ance. We guarantee that it will prove 
as satisfactory as any standard ma- 
chine. Pfe know it will. We use it 
right here in our oflBce. Save half. 
Write for Typewriter Catalog 

It tellsir/iywe can sell this ?irK). 00 visible 
writing typewriter for leii 


Write to the house most convenient 

Please mention our majozinc when wriling advertiser. 


For Employes of 

The Baltimore and Ohio Railroad Only 

WHILE "outsiders," if they bear close enough relationship to employes, 
may become depositors in the Savings Feature of the Relief Department, 
the privilege of borrowing from that Feature to assist in acquiring homes 
is extended to employes of the Baltimore and Ohio Railroad only. Many requests 
are received from persons not in the service, who recognize the advantages we 
offer over outside concerns, to be permitted to participate, but we must respect- 
fully decline — yet many employes are still paying rent for properties ill-suited 
for the needs of their families. 

^ Why delay longer? Act now. Write to Department " S," Relief Department, 
Baltimore, Md., for further particulars. 

^ The Department has properties at the following points which may be purchased 
on the rental plan. 

Baltimore, Md. 
Brunswick, Md. 
Butler, Pa. 

Chicago Junction, Ohio 
ChilHcothe, Ohio 
Connellsville, Pa. 

Cumberland, Md. 

Fairmont, W. Va. 

Flora, 111. 

Garrett, Ind. 

Garrett, Pa. 

Glenwood (Pittsburgh), Pa. 

Grafton, W. Va. 

Lorain, Ohio 
McMechen, W. Va. 
Midland City, Ohio 
Parkersburg, W. Va. 
Washington, Ind. 
Zanesville, Ohio 


The Safety— Comfort Goggle 

^/j/iushq/as . ' 

^ Easily adjusted to fit any face. No 
pinching or cutting of nose or ears. Abso- 
lutely protects the eyes. For shopmen, 
engineers or firemen. Send $1.25 for 
sample with case, white or amber. 

The Strong, Kennard & Nutt Co. 

593 Schofield Building :: CLEVELAND, OHIO 



Chestnut, between 21 st and 22nd Streets 

^ Two minutes walk from the Baltimore 

and Ohio Station, five minutes from Broad 

Street, City Hall and the theatres by 

direct and comfortable trolley route. 

fl A quiet, cozy hotel where every patron is a guest 

in fact as well as in name. 

^ The Rittenhouse Cafe is noted for its unsurpassed 

cuisine and service, being supplied daily with fresh 

products — poultry, eggs and milk — from its own 

farms in Chester County. 

^ The Grill and Cafe make a special feature of 

"Club breakfasts," "Club lunches" and table d'hote 

dinners at reasonable prices. The Rittenhouse 

Orchestra furnishes delightful music during luncheon 

and in the evenings. 

^ One of the Baltimore and Ohio officials, who has 

stopped at practically every prominent hotel in this 

country and Europe, recently told us that he never 

enjoyed his hotel visits quite so much as here. 

Rooms $1.50 up — With bath $2.00 up 

The Rittenhouse in Philadelphia 
On the Edge of Everywhere 


Please mention our magazine when writing advertisers 

The Baltimore and Ohio Employes Magazine 





Bidding the Boys at Laurel "Good Bye" Cover 

Photo by G. B. Luckey 

Joshua Vansant McNeal — A Nestor of Railway Finance 

Largest Meeting of Officials Held at Deer Park on June 23-24. 
Baltimore and Ohio Helps Authorities Fight Infantile Paralysis 

Epidemic 33 

Second Monthly Prize Winner in Short Story 

Contest E. F. Short 35 

The Prize Winner 38 

Training the Inspection Forces of the Timber 

Preservation Department Charles C. Schnatterbeck 41 

Baltimore and Ohio Does Great Work During Troop 

Mobilization 45 

Signal Service Franklin P. Adams 52 

Prompt Reports by Employes will Prevent Delays in Relief 

Department 53 

Eleventh Annual Convention of the Relief Department 54 

Editorial 56 

Woman's Department 58 

Staten Islanders Are Leaders in Welfare Work 63 

Test Bureau Employes Break Records at Annual Outing 64 

Cumberlanders Send Best Wishes With Trapnell in His 

Promotion 66 

Baseball — Winning Divisional Teams and Their Members 67 

Special Merit 73 

Among Ourselves 79 

Exhausts 11-^ 

Who Resigned as Fourth Vice-Presidsnt and Treasurer on June 30, 1916 

Joshua Vansant McNeal — a Nestor of 
Railway Finance 

**The Focus of All Eyes is the Net Result/* says Former 
Fourth Vice-President and Treasurer 

FRIEND of the writer is a Balti- 
more newspaper reporter who, 
(luring the last twenty years, has 
interviewed many of the promi- 
nent men of the country. When he 
heard that I was going to try to get Mr. 
McXeal. our former treasurer and fourth 
vice-president, to tell me something of 
hhnself and his connection with the Balti- 
more and Ohio, he said: 

"Well, you could hardly find a more 
delightful man to talk to. He is kind as 
can be, and besides having a most ex- 
haustive knowledge of the history of rail- 
roading, especially that of the last forty 
years, is himself a most interesting 
gentleman — a splendid story teller, a 
keen critic, a quaint philosopher. If 
you don't get a cordial reception from 
him, tell me and let me write your story, 
for his history will surely interest the 
readers of your magazine." 

Fortunately, his prediction was true 
and his promise unnecessary. For Mr. 
McXeal, although just recovering from 
a long and serious illness, received me with 
extreme cordiality and for an hour chat- 
ted on his railroad experiences and his 
attitude toward his work and life in 
general. His thorough sympathy with 
the Employes Magazine and desire to do 
what he could to help it were apparent 
at the outset, when he said: 

"M}' own attempts at writing during 
my earlier days of railroading in my 
desire to put before the public frank tlis- 

cussions on railroad topics of interest to 
them, are the best proof of my belief in 
publicity. So I was sorry to see the 
Magazine discontinued for even a few 
months — it could have been used to such 
advantage in making our men see our 
great problems during those strenuous 
da^'s of 1914, when the incoming bills 
made the outgoing ones look insignifi- 
cant. Of course, w^e had to cut it out 
along with every other item not abso- 
lutely necessary to the running of the 
railroad. But Em glad to see it back. 
Eve had something to give you for a long 
time but didn't want to appear to be 
anxious to rush into print. " 

This, from the man who, by his many 
experiences, keenly anah'tical mind and 
facile expression, is qualified as are few 
men to write for publication. The 
beautiful tribute which Mr. McNeal paid 
to his former associate, the late assistant 
treasurer, Charles Walter Rhodes, in the 
November, 1915, issue of the Magazine, 
is a splendid illustration of his gift as a 

Joshua \'ansant ^IcNeal was Ijorii in 
Baltimore on June 11, 1846. His father 
and mother were native Baltimoreans. 
He received his education in the public 
schools of Baltimore from his (Mghth to 
his fourteenth year and thereaftiM- until 
his sixteenth year at Loyola College. 
At sixteen he left college and got employ- 
ment with a firm in the hisurance business 
on Second Street at the usual terms of 


junior clerks at that time, namely — a 
wage of nothing for the first year, to be 
doubled in the second' in case of good 
behavior; but he behaved so well that he 
got a suit of clothes and twenty-five dol- 
lars for the first year and then grate- 
fulh' left his employer and went to 
another; and in the course of the ensuing 
time up to 1871, he was secretary of two 
insurance companies, both of which have 
since gone out of business. 

It was while in the last one that he 
imbibed the impression that the field of 
fire insurance was somewhat narrow for 
his talents and he asked his father for a 
letter of introduction to John W. Garrett, 
the president of The Baltimore and Ohio 
Railroad Company, an acquaintance and 
friend of his father's from youth, with- 
out, however, acquainting his father of 
the purpose of his seeking the introduc- 
tion. After several attempts to present 
the letter to Mr. Garrett at his banking 
house, which was on South Street just 
across the street from the Atlantic Fire 
<fc Marine Insurance Company, of which 
Mr. McNeal was then secretary, he, one 
evening, presented it at Mr. Garrett's 
house on Mt. Vernon Place and was re- 
ceived with that courtesy and humor for 
which Mr. Garrett was known and 
which he especially delighted to show to 
young men. Mr. Garrett, hearing the 
young man's business experience, as- 
sumed very naturallj^ that he desired a 
position of bookkeeper with the road 
and sent him to John King, the only vice- 
president the Company then had, whose 
nephew, by the way, is now Commercial 
Freight Agent at Norfolk and was at one 
time at Philadelphia. Mr. King passed 
Mr. McNeal along to Sylvester H. Dunan, 
the auditor of the Company, who told 
him to come again. This he did, and so 
often, that he became despondent and 
went to see George R. Blanchard, the 
General Freight Agent. The latter 
offered him a position after two or three 
weeks at $50 per month. But as Mr. 
McNeal was getting two or three times 
that much as secretarj^ of the Atlantic 
Fire & Marine Insurance Company, he 
suggested to Mr. Blanchard that he be 
taken on trial for what he was worth. 
Here the prospective railroader was 

right in one respect, — he had a great 
deal to learn in the railroad business, 
and, as he desired to learn it, he 
promptly and properly took what he 
could get. 

At this time the auditor's office kept 
only the general books of the Company. 
The general ticket agent kept all the 
passenger accounts, issued the tickets, 
received the conductors' returns, checked 
and reported the general results only to 
the auditor. The general freight agent 
kept all the freight accounts. In such a 
state of things it was imperative that 
every one should believe the majority of 
men honest. This practice was not con- 
fined to the Baltimore and Ohio but was 
common to all railroads. No system of 
railroad accounting had been formulated 
and adopted whereby accounts proper 
were intelligibly reported from the actual 
handling of the money. 

Mr. Dunan, the auditor, was a profes- 
sional accountant. He had had a wide 
experience in business college work 
before enlisting in the army during the 
Civil War. When, therefore, he and 
Mr. Blanchard saw the viciousness of 
this lack of system and set about to re- 
vise it, they picked out Mr. McNeal 
from the clerks in the freight office to 
help them. His inclination was to re- 
sist their invitation, but their insistence 
of course prevailed. 

In 1872, a change in the administration 
of the Erie Railroad took both Mr. 
Blanchard and Mr. Dunan from the 
Baltimore' and Ohio, the former becoming 
general freight agent of the Erie and the 
latter auditor of the same system. With 
Mr. Dunan went seven or eight of the 
best clerks in his office and Mr. McNeal 
says humorously that he has never been 
able to explain why Mr Dunan was able 
to dispense with his services. He was at 
this time traveling auditor for the Balti- 
more and Ohio and was working on the 
Pittsburgh and Connellsville Divisions, 
the operation of which had, in June, 1872, 
been undertaken by the Baltimore and 
Ohio under the direction of William Key- 
ser, who was elected president of it on 
June 18, 1872, in succession to W. A. 
Hughart. Mr. Keyser, the father of our 
present director, R. Brent Keyser, had 


been appointed seeond vice-president of 
the Baltimore and Ohio in May, 1871. 

The ehang;e in the accounting and 
freight departments brought Wilham T. 
Thehn, then with C. Morton Stewart 6z 
Company, into the service as auditor, 
and in view of these changes Mr. McNeal 
came back to the home ofhce at Baltimore 
to report to his new chief and present 
himself to the new president of the P. & 
C, to whom he made special reports on 
the Connellsville road. It was during 
this visit that Mr. Thelin, after looking 
over the clerks in his department and 
having an interview with Mr. McNeal, 
directed him to remain at home as chief 
clerk. This was less than two years 
after his initiation into railroad work and 
restored to him a salary equal to that of 
the secretaryship of the insurance com- 
pany, since when he has felt that his lot 
has been cast in pleasant places in spite 
of his full share of the vicissitudes. 

He continued as chief clerk until 1880, 
when the Indianapolis, Decatur & Spring- 
field, later a part of the Cincinnati, 
Hamilton & Dayton, appointed him 
auditor in January of that 3"ear, the road 
having been completed between Indian- 
apohs and the Wabash river. In 1883 
this road was leased to the Indianapohs, 
Bloomington & Western Railroad Com- 
pany and Mr. McNeal was retained to 
inventory the property and to represent 
the second mortgage bondholders, as 
general agent. After the making of this 
lease, the duties of auditor were minor, 
but in three years the I. B. & W. surren- 
dered the lease and a short time after- 
ward the I. D. & S. was taken over by the 
bondholders, who operated it under 
various auspices, Mr. McNeal sharing 
its fortune. 

In 1893, the Baltimore and Ohio Rail- 
road Company desiring a man to modify 
the treasury, John K. Cowen recalling 
to Mr. Mayer, the president of the Com- 
pany, that Mr. McNeal had been in their 
service and that he had recently, him- 
self, availed of his work in connection 
with a case of the Baltimore and Ohio 
growing out of the decision of the Inter- 
state Commerce Connnission in the 
Missouri River Food Products Rates 
Case, Mr. Maver sent for ]\Ir. McNeal 

and tendered him the position of assist- 
ant treasurer. Mr. McNeal says this 
good fortune befell him after a greatly 
regretted absence of thirteen years from 
the Baltimore and Ohio, during which 
period he had always kept a warm spot 
in his heart for the old Company and had 
observed her fortunes and antagonisms 
anxiously but loyally. Baltimore was 
the home of his parents and most of his 
friends, excepting those he had made 
during his residence in the west, so he 
gratefully accepted, firmly persuaded that 
if he or any other man could not make 
a success in Baltimore ecjual to that which 
he could make elsewhere and equal to 
that which any other man could make in 
Baltimore, the criticism was upon him 
and not upon the town. Mr. McNeal 
was, at that time, like the young physi- 
cian who started in a town and was 
tacking up his sign when an old local 
factotum came and said "Young man, 
are you thinking about locating here?" 
''Yes, sir," was the answer, ''I am 
thinking about coming here to practice. " 
"Well, young man," replied the sage, 
''we don't want practicing, we want 
doctoring." \lr. McNeal had come to 
practice not only in a new field but in a 
new branch of railway work. 

He says that he may have been practic- 
ing up to this time, but that he ''arrived" 
in Baltimore on the 15th day of May, 1893, 
and that an}- business men alive then and 
now have not forgotten it. The treas- 
urer of the Company went on his vaca- 
tion in August and the secretary, who 
had been the mainstay in the finesses of 
the treasur\% that is, in "standing off" 
the clamouring creditors, was in Europe, 
and, though Air. McNeal was adroit in 
adopting resources, he needed to be to pay 
a payroll in currency when it was at a 
premium of one per cent., every banking 
house in the United States having sus- 
pended payment in lawful money, and 
gold being at a premium of three per 
cent. But the Company emerged from 
this, toughened as usual by the experi- 
ence, and McNeal toughened with it; 
and the Company weathered through, too, 
until 1896, when the first real calamity 
overtook this enterprise and its property. 
It was scandahzed at home and abroad. 



Its competitors to the north and the 
south of it had invaded its kingdom and 
divided its treasures. It was weak, it was 
sick, it was dying of inanition. It did 
not even share in what the strained con- 
ditions of the country left it to share. 
It had ignored one primary requisite of 
business: it did not pay its debts. Noth- 
ing will so quickly, so surely and so de- 
servedly ahenate friends or beget enemies. 
It was maligned and traduced; it was 
falsely accused of paying unearned divi- 
dends and, because it was careless of pay- 
ing other things, it gave color of truth to 
these slanders. 

The Federal Courts intervened and 
placed the property in the hands of 
Messrs. Co wen and Murray, Receivers, 
in February, 1896. It was reorganized 
in 1899 and Mr. McNeal was made treas- 
urer of the Company, and Mr. I jams, 
then nearly seventy-four years of age, was 
retired upon a life pension. On the 1st 
of August, 1904, ]Mr. McNeal was given 
the additional title of fourth vice-presi- 
dent, the only treasurer of the Baltimore 
and Ohio who has been so honored, and to 
which action the board was moved so as 
to give the acts of the treasurer the weight 
of corporate authority preferable if not 
essential in handling the important and 
delicate matters falling within the pur- 
view of his office. 

Mr. McNeal continued in this capac- 
ity until June 30, last. With such an 
association and experience, it is inter- 
esting to hear in his own words his 
opinion of what he calls the focus of all 
eyes and minds — the net result. He says : 

''With whatever zeal an administration 
may labor, with how great skill soever 
the engineers may plan, the mechanics 
may construct, the operators execute, the 
balance of profit or loss is* the popular 
measure of the value of the service. The 
treasurer must have the wherewithall to 
pay; if he have it not he must get it. 
A treasury without treasure: bah! an 
anomaly. Fine phrases will not gild a 
deficit and none tolerate an explanation 
of failure. Does not everyone see the 
resources of this treasury flowing from 
1,019 agencies, located in 836 cities and 
towns scattered along 4,500 miles of this 
prosperous country, and dropping in a 

continuous stream into the vaults of the 
seventy-five depositories of the Company? 
It is true. An army of over 70,000 men 
is busy serving the needs of the empire 
penetrated by its rails and from peanut 
boy to president is alert to the unremit- 
ting demands of their limitless require- 

"To recite these data in figures is 
almost meaningless. No eye ever saw a 
million of anything. The only represen- 
tation of a million of anything, whether 
atoms or mountains, the sma lest or the 
greatest of things, is a unit followed by 
six ciphers. 

The receipts of the Treasury 

from the first day of July, 1904, 

to the 30th day of June, 1916, 

have been $1,927,066,216.91 

And the payments have been. 1,925,677,468.41 

An average each year of re- 
ceipts 160,588,851.41 

And of payments 160,473, 122.;37 

An average total of monej^ 

handled each year 321,061,973.78 

or more than a million dollars a day for each 

business day of the twelve years. 

''But as Bonaparte said of a gorgeously 
arrayed army with glittering accoutre- 
ments and blaring trumpets — 'it is 
magnificent, but not war,' — so of this. 
It is astounding but not convincing of 
anything and the first intelligent obser- 
ver of these grand totals who does not 
already know will seek to find out why 
out of this nineteen hundred millions in 
twelve years there is only $1,388,748.50 
left — one million and a third. Let us see 
why. First, ^because money is like water 
or anything else in nature: stagnation 
putrefies it. You, yourselves, carry no 
more money in your pocket than your 
daily needs: any more than that, you 
deposit in some bank. The bank cannot 
afford to pay interest and keep the money 
idle, so lends it to some one who will put 
it to work ; and this is the process of money 
with all. And this is why we have more 
locomotives and more powerful locomo- 
tives, more cars and larger cars, lower 
grades, greater terminals, stronger 
bridges, and because we have put not only 
surplus earnings, but new money, bor- 
rowed from the holders of our conver- 
tible bonds and our refunding and gen- 
eral mortgage bonds into these things. 


It is why we carry one-third more passen- 
gers and why we carry two-thirds more 
freight tonnage than we did then, and 
why we have reduced the number of 
cases of injury of employes more than 
two-fifths. And if we had not done this 
we would not now be in the railroad 
business anymore than we were in the 
dark davs of 1896. when we neither had 

that is to the nation. As I wrote nin<' 
years ago, *none are independent of others ; 
all have nmtual obligations and interests 
even in their antagonisms. No men or 
set of men is so exalted as not to have 
some superior to render at some time an 
accountability to.' This has been em- 
phasized constantly in the history of the 
world; the historv of civilization is full of 


efficient track, power nor equipment; 
when we sought the protection of the 
courts in handling a payroll of an entire 
month of but 8866.000 and an interest 
charge in London of s;^40.000. the earn- 
ings of four present days. This is why 
we have an army of over 70,000 men now 
against one of 53.050 men then, and 
because of this we can now move all-steel 
trains of ninety-eight cars hauling 5,056 
tons of coal, and do from Keyser to Bruns- 
wick, a distance of 117.2 miles, drawn l)y 
a Mikado engine, of which we have 322. 
"But more interesting to your readers 
is the present attitude of the mem- 
bers of this army to one another and to 
the institution and to the communitv: 

it. It is life itself. The banker is not 
literally the partner of the depositor, nor 
the employer that of the employe, but on 
the other hand one is not superior to or 
independent of the other. 

"Our 70.000 employes drive and handle 
the machines and all their various parts, 
repair and keep in order; do everything 
necessary to getting together, carry- 
ing and distributing the pas.sengei*s, 
freight, mails, express and all the details 
of a business bringing into this treasury 
this year of grace, in round amounts, 
8111,584,045. and for doing this they get 
of it, nay, they have gotten of it by now, 
S47. 155,420, being equivalent to '842.40 
out of each 8100. In addition to this 



army, there is another army of 27,900 
!?tockholders, of whom 24,148 are resi- 
dents of the I'nited States and hold five- 
sixths of the whole number of shares, the 
3652 owning the other sixth being scat- 
tered over the rest of the earth. 

"There is still another army, too, a very 
large, influential and important one, and 
one which appeals strongly to the first. 
For between them there exists such a re- 
lation as more nearly approaches that 
community of interest which we all admire 
and all desire and all fruitlessly seek to 
realize and never shall altogether, I fear, 
so long as men have stomachs. This last 
army is the despised, perhaps hated, 
bondholder. I estimate him- at 12,000. 
The holders of $34,761,500 of this Com- 
pan3''s bonds are known, for the}^ are 
registered. There are 538 of them and 
among them are 110 savings banks, be- 
sides life insurance companies, orphan 
asylums, hospitals, churches, Carnegie 
Institutes, missionary societies, homes 
for aged men and women all over the 
L'nited States, and there are quite as 
many more to an equal total not so regis- 
tered and of individuals, firms, estates 
and National Banks holding the other 
S300,000,000, at least 10,000. These 538 
institutions only have their homes in 
Maine, Massachusetts, Connecticut, 
Rhode Island, Vermont, New York, 
Pennsylvania, Delaware, New Jersey, 
Maryland, District of Columbia, Mis- 
souri, Wisconsin, Minnesota, Kansas, 
Nebraska: these are the silent partners, 
if they be partners. It may well be 
doubted if there is a State in the Union 
that does not contain banks, insurance 
companies or similar institutions that 
own these bonds. Of what vital impor- 
tance it is, therefore, to the 70,000 work- 
ing members of this army to cooperate 
with the management of these properties, 
whose prosperity is so essential to the 
continued value of these investments. 
Every man who has a deposit in a savings 
bank is dependent upon the success of the 
railways. He cannot afford to permit 
them to be jeopardized. 

"It has been shown how much of every 
1100 in revenue is paid to the first army, 
or suppose we call it all one army, the 
army of the Baltimore and Ohio Rail- 

road in three divisions, the first divi- 
sion of the 70,000 physical members; the 
second of the 27,900 shareholding mem- 
bers; the third of the 12,000 bondhold- 
ing members — a total force of 107,900 
members. Let us see how they stand in 
the division of the fruits of the enter- 

"For the year just ended each $100 has 
been devoted to the following purposes: 

For pay rolls for operation exclusive of 

construction $42 . 40 

For fuel 5 . 25 

For ties 2.54 

For rails, frogs and switches 1 .77 

For all other expenses of operation. ... 19.31 

For taxes 3.45 

For interest, rentals and the like 14.40 

For dividends 8.11 

Leaving for surplus 2 . 77 

Total $100.00 

"This does not indicate an undue pref- 
erence for capital. 

"To be sure there are going to be dis- 
agreements and dissensions in this army 
every once in a while: these are habitual 
flows and reflexes of the tide. Of course 
every man thinks his crow is a little 
blacker than any other crow: every man 
thinks his job is just a little harder than 
any other man's, thinks he is more 
essential, more valuable than any other 
and this is a very desirable condition 
of mind in order to get the best results : 
to use the vernacular, this feeling keeps 
us all 'on the job' from president 
down. And the more this sentiment pre- 
vails the m'ore there will be for all 
of us from the president down to do. 
The effect of this feeling, false as it is, is 
what keeps things moving, it neutralizes 
'lost motion': where every gear is in 
line there is no lost motion. Any other 
idea than this begets the same result as 
befell the parts of the clock of our nur- 
sery days. I have used it as an illustra- 
tion before. It is the old fable of our 
school days of the parts of the clock on 
strike. The face got tired staring blankly 
while the other parts were busily gding 
around having a good time, and yet 
without it, said the face, where the 
use of the hands and all this hurly burly? 
Whereat, the hands complained of the 
injustice of belittling their office. Hold! 


said the gon^, who but I really tell the 
time? And the mallet spoke for its agency 
in being oblio:ed to wake up the gong 
every hour by striking it. And so on till 
the pendulum called attention to its duty 
of keeping them all busy. And so they 
quarreled for precedent, and having con- 
cluded that it was better to allot to each 
its proper sphere and to respect it, they 
resumed work with the net result that an 
hour had passed and the whole mechan- 
ism was out of time with the sun, that 
faithful servant that both keeps time 
and records it. Whether or not the 
clock strikes, time goes on and time spent 
in dissension is time stolen from develop- 
ment. Not everything is right, nor ever 
will be; nor everything wrong. And it 
is well to bear in mind that in whatever 
confidence many may rely on legislation. 
no wrong was ever made right nor no 
right ever made wrong by law. And 
further and more vital yet, the law cannot 
exact the performance of an unreasonable 
or impossible thing. 

"The receipts of the treasury from 
earnings for the last vear are stated to 
have been SI 11. 584.045. Of this there 
was paid for pay rolls: 

Pav rolls S47. 155.420 

Fuel 5.835.832 

Ties 2.820,733 

Rails, frogs and switches 1,970,213 

All other expenses of operation 21.839.797 

Total for operation .«79,621,995 

Taxes 3.840.46G 

Interest 16.020.421 

Dividends 9.026.157 

And this is left for surplus 3.075.006 

''That enormous sum of money for 
taxes! It is nearlv twice the dividend on 
the 860,000,000 preferred stock. It is 
three times the amount of interest on 
that 834,761,500 bonds registered in the 
names of savings banks and other bene- 
ficial institutions. These are the fields 
for the missionary work of railway men. 
It is their interest not because of any 
partnership or community of interest, as 
I said before, but because stockholder, 
bondholder and wage winner are all in 
the same army conducting a campaign 
against sloth. No one nor one set. 
either stockholder, bondholder or wage 

winner, can get all the benefits or suffer 
all the detriments. 

"There was a very clever essay in Syst( tn 
a month or two ago entitled 'The Public 
Be Pleased.' Every man having to do 
with a business serving the public ought 
to read and adopt it. If arrogance and 
ill manners to the public ever were 
tolerated in treating the public, it will 
not do now. If conflict, discord and con- 
test between rival corporations were ever 
encouraged they are not now and every 
good interest is served by their disregard. 
The 'still alarm' has displaced the 
'machine' that was dragged through the 
streets and conveniently set aside while 
'the boys' of the rival hose companies 
fought it out and the fire burned. Get 
together! Not for the purpose of getting 
further apart but for the purpose of get- 
ting close together: all together, division 
one, two and three — the men, the stock- 
holder, the bondholder — remembering 
that it is the pubhc that supplies the 
freight and the freight that pays the 
wages. It was this getting together of 
the employes, the contractors, the stock- 
holders and the public in the dark and 
trying days following the panic of 1837 
into 1845, when it is related that there 
was not 81,000,000 valid money in the 
whole State, that pushed forward the 
work from Harper's Ferry to Cumberland, 
while most of the other principal works 
of internal improvement throughout the 
country were partially or altogether sus- 

"It is the lack of this get together 
sentiment that breeds dissension. There 
is nothing that smooths down the fric- 
tions and asperities of life so much as 
getting together. That is what we 
treasurers of the railroads did when we 
organized the Society of Railway Finan- 
cial Officers and formed profitable and 
pleasant relations with men whom before 
were despised or hated. It is true we 
are all public service serv'ants, but once 
let 'the public be pleased' and they will 
become to us the most docile of .servants. 
That pubhc, I have shown, is your 
stockholder, is your bondholder, is your 
colleague, your society brother in some 
other railroad; that public is interested 
and involved with all of vou: vou cannot 



live one day without that pubUc, nor it 
without you. What folly is contention 
and dissension! That public must be 
pleased for whether worker, bondholder 
or stockholder, and he is sometimes all, 
none other than that public is 'the old 
man.' " 

Appropriatino: his own last words, and 
but properly qualifying them, we record 
with sincere regret and in behalf of all 
his railroad friends that "the grand old 
man" among our officials, Mr. McXeal, 
decided to lay aside his active duties on 
June 30 last. 

His intimates have known for some 
time of his desire to give up his arduous 
work and he has often discussed with 
them the possibility of his retirement, 
but they have always urged him to 
continue with the Company. That he 
has done his work faithfully and well is 
shown by the action of the Board prior to 
retiring him. It placed on the records 
of the Company a minute affirming 
its appreciation of the fidelity and 
zeal with which the affairs of the treasury 
department have been administered by 
him and giving him honoral)le retirement. 
The great value of his services to the 
Baltimore and Ohio is. therefore, inscribed 
for all time in the record. But we doubt 
if his friends think of him so often as *'the 
treasurer,'' as they do of "the man;" 
of his affection for those with whom he 
has been associated, of his loyalty to the 
Company, of his dry wit, his versatility, 
his charming cordiality and his fine 
optimism toward life. 

To spend an hour in his office and listen 
to him tell his reminiscences is as stimu- 
lating as the fresh air of a clear October 
morning. And this, notwithstanding the 
fact that he says that "a man who is 
reminiscences, is good for 
For he is the best proof of the 

good at 



He ha> 

a wide reputation as a witty 

raconteur and an able expounder of the 
intricate problems of railroad finance. 
Yet it is in the more intimate com- 
panionship afforded by his own home, 
or at a common board, that his fine 
scholarship and learning, his knowledge 
of the master writers, his expression of 
his good fellowship and the innate 
delicacy and keenness of his perception 
and appreciation are best displayed. 

He believes that no man does anything 
for nothing, that tares spring up where 
tares are sown, as wheat is garnered from 
wheat. And although his life has been 
full of resultful activity, and he has been 
rewarded with honors and admiration by 
his business and personal friends, still 
his one dissatisfaction comes, as he main- 
tains, "from what he has not done." 
One of his favorite beliefs is that ''everj^ 
man should be better than his father.'' 
And he affirms with the late United 
States Senator Tabor of Colorado that, 
"although there may be no romance in 
work, there is plenty of it in the results 
of work." 

C. W. Woolford, our secretary, sslvs 
that Mr. McXeal has done ever^^thing — 
even to writing poetr\' — and offers as 
evidence the following fine tribute to "The 
Railway Age." from his pen, which was 
published in Railway Age about 1879: 

The Gods of old a starry road sublime 
Trod to Jove's presence bright. 
Through ages golden, down the silvered past 
By slow gradations come, behold, at last. 
We Promethean sons ourselves have wrought 
From out them all. by studious toil and thought. 
An epoch glorious, an era of our own 
That belts the earth in an unending zone. 
Whose deeds stupendous falter seer and sage, 
This wondrous, most progressive Railway Ag-\ 

May the coming 3'ears bring to this 
lo3'al and fine Baltimore and Ohio man 
the fullness of happiness and pleasure 
which his long and faithful devotion to 
duty and his loyalt}' to the .interests of 
the Company so richly deserve! 

Largest Meeting of Officials Held at 
Deer Park on June 23-24 

All Departments Represented — Renewed Pledges for 

Better Teamwork— Bigger Business 

the Aim for Year 1916-17 

T was inspiring to stand on the 
broad stretch of the Deer Park 
lawn on the morning of June 23 
and to see the panorama of 
activity occasioned by the meeting of the 
three hundred odd officials of the Balti- 
more and Ohio Railroad. The peaks of 
the Alleghenies were dressed in their 
gayest green of the early summer, dew 
glistened on the sweet smelling grass of 
the gently-rolling terraces, the air was 
clear as crystal and the sun shone from a 
turquoise-blue sky, flecked with rapidly 
moving patches of white cloud. Nature 
had done her best to give the railroaders 
a right royal welcome. 

Before the hotel, on the magnificent 
stretch of track which cuts through the 
mountains at this point, lay the special 
trains which had brought the officials of 
the railroad from the teeming cities 
which dot our lines. The largest of these 
had come from Baltimore, and there were 
specials too from C'hicago and Cincinnati, 
and other points. Of the business cars 
used by our officials there were not a few, 
and engines were puffing up and down the 
tracks placing the sleepers in convenient 
locations for the two days' stay. 

^lany of those who had been asked to 
attend the meeting reached Deer Park on 
the previous day. These were up bright 
and early to drink in the invigorating air 

of the mountains and to welcome their 
friends who had come from points far 
and near on the System. But by far 
the larger number began wending their 
way from the trains up to the hotel 
about seven o'clock and at eight, the 
lobby, the porches and the ))usiness rooms 
were filled with a busy lot of men. They 
were shaking hands with old friends, 
being introduced to new ones, con- 
gratulating each other upon having been 
able to get to the meeting and smiling in 
sheer anticipation of the pleasures of the 
two days before them. 

The arrangements made l)y manag m- 
John H. ]\Iurphy and his assistants at the 
hotel for handling the crowd were by far 
the best provided for any of the Deer Park 
meetings. The house had been opened 
for several weeks and had already accom- 
modated the convention of the ^^'est 
Virginia Retail Druggists Association. 
Everything, therefore, wiis in midsununcM- 
running order when the Baltimore and 
Ohio folk arrived. A good many of our 
officials elected to keep their quarters in 
the sleeping cars and this extension 
of the accommodations made it possible 
for everybody to be most comfortably 
situated. The cuisine was splendid and 
the big dining room all but acconunodated 
at one sitting the entire company. 

In one corner of the lobby a telegraph 


office with a force of operators had been 
installed. This enabled the officials to 
keep in convenient touch with their work 
at home, when it was found necessary. 
Baltimore mornint>; papers reached tlu^ 
hotel in good supply early each morning, 
and copies of the convention program 
were distributed before the first sessi(m. 
A bulletin board was prominently dis- 
played on the porch of the main building 
and on this the rapid developments in 
regard to the Mexican situation were 
posted hourly, as obtained by special 
wire from Baltimore. Huge posters 
printed in royal blue and red had been 
tacked up at various places on the 
buildings and the Baltimore and Ohio 
acrostic imprinted thereon, sounded at 
the same time, the martial and cooper- 
ative spirit of the meeting. 

The Friday Morning Session — 
Mr. Thompson Presiding 

The call for the first session was at ten 
o'clock on Friday morning and a few 
minutes after this hour A. W. Thompson, 
third vice-president and chief operating 
officer, and chairman, called the meeting 
to order. His opening address was 
substantially as follows: 

''We have had a number of railroad 
meetings at Deer Park during the last 
few years. This one, however, in my 
mind, bids fair to exceed all of them in 
interest and importance, because I believe 
that we have never had as large a 
representation from all of our depart- 
ments as is here today. 

''Of course, it is a matter of deep 
regret to me and to all of us that Mr. 
Willard cannot address our opening 
session as had been anticipated. You 
will be glad to know, however, that 
I had a telephone message from him this 
morning in New York, saying that he 
would surely l)e with us tomorrow 

The three hundred men and more who 
were in the room greeted this announce- 
ment of the chairman with applause. 
Mr. Thompson makes an exceptionally 
able presiding officer. His smile is in- 
fectious and there is a graciousness and 
sincerity in his delivery which is alto- 


b usiness is booming, 
All records breaking, 

L ET'S get together, 

t eam work you know. 
1 will," the watchword, 
Militant souls stirred. 


Rushing we go! 

e nter the fight hard, 


Nail every knocker, 
d own every lie. 

urs be the victor's song, 
Holding the lead long 

1 nto the future, 
Onward ! our cry. 


gether winning. After these felicitous 
oj)ening words, he paused for an instant 
and then resumed in subdued and .serious 




Pledging Support to the 

''It is hard for us in these heautiful 
surroundings and bent upon the peaeeful 
and constructive mission of the upbuild- 
ing of our business, to reahze that during 
the last two years in the Great War 
which is convulsing the other half of the 
world, three million men have been 
killed and seven million more injured and 
maimed. The war spirit seems to be 
enveloping the earth, and the conflict 
spreading. In fact it looks now as if 
before long we might become seriously 
involved in a struggle to maintain our 
national integrity' and honor. The dan- 
ger of this comes very close to us when 
I tell you that six of the men whom we 
expected at this meeting are unable to be 
here because they have been called to 
serve with the militia. 

''It seems to me, therefore, that it is 
most fitting at the beginning of this 
meeting that we pledge our loyalty and 
support to the Government in the crisis. 
I would be very glad if every man in the 
room would signify this as his desire by 

His hearers rose like one man and 
the patriotic note which he had uttered 
was enthusiastically applauded and ac- 

Edmund Leigh, general superintendent 
of police, then asked the privilege of the 
floor and, addressing the chairman, sug- 
gested that a telegram be sent to Presi- 
dent Wilson advising him of the action of 
those present. The chairman immediately 
appointed George H. Campbell, assist- 
ant to the president, Charles Selden, 
superintendent of telegraph and general 
inspector of transportation, and E. H. 
Bankard, purchasing agent, to draft a 
fitting resolution for this purpose. 

Mr. Thompson then continued by 
saying that for some time the railroads 
had been in close touch with the United 
States Government on the subject of 
national preparedness, that he was a 
member of a connnittee of railroad 
officials working with the Secretary of 
War of the United States to see that 
transportation lines were prepared to 
take care of any emergency which might 

be necessary and that inunedialely after 
the mobilization the* railroads had been 
asked to assign a railroad official at the; 
different mobilization camps to help 
handle the numerous details incident to 
the moving of troops and supplies. He 
emphasized the fact that the Govern- 
ment had prepared plans in great detail 
for the use of the transportation com- 
panies and stated that the Baltimore^ and 
Ohio had already appointed F. H. Hos- 
kins, superintendent of tlie Ohio River 
Division, to represent the Baltimore 
and Ohio and to cooperate with the 
Government at Laurel, Md., the mo- 
bilization point of the Maryland National 

''With the possibility of a great 
national crisis confronting us," said the 
speaker, "it is well for us to pause and 
give careful thought to this matter at the 
beginning of our meeting. Events have 
developed rapidly within the last few 
days. We know that serious trouble is 
brewing in one quarter and we do not 
know how much other troubk^ may be 
facing our Government in other places. 
But w^e do know that as railroad men, 
trained to obedience, we can follow the 
orders of the Government explicitly and 
support it to the limit of our ability." 

The Keynote of the Meeting 

This was a splendid keynote for the 
entire Deer Park nun^ting, this ke\'note of 
willingly supporting the country to whom 
we ow^e our first allegiance, of obeying 
orders, the first and most important 
principle that a railroad man learns, of 
prej^aredness not only to handle our 
business efficiently in peaceful times, but 
also in any emergenc\' or ci'isis. 

Mr. Thompson continued substantially 
as follows: 

" We are here primarily to get acquaint- 
ed. Each of us sometimes thinks that 
his job is the hardest on the railroad, and 
to a certain extent this is a good thing, 
because it makes us try hard to handle 
our work (efficiently. But at a meeting 
like this the other fellow often tries to 
make us believe that his job is the 
hardest and we profit greatly by getting 
his view point. 



Magnitude and Importance of the 
Baltimore and Ohio 

'^The magnitude of the railroad busi- 
ness has always appealed to me. It has 
thrilled me and made me give it my best 
endeavor. In the last few years I have 
had the opportunity of examining in- 
tensively several of our greatest trans- 
portation systems. Gentlemen, we of 
the Baltimore and Ohio have nothing to 
apologize for. We touch twelve States 
and the District of Columbia and reach 
from the Mississippi to the Atlantic. 
Our lines run in a territory containing 
forty per cent, of the population of the 
countr}^ and this population is watching 
us closel}' to see how well we can run our 
business. Certainly it should be a great 
satisfaction for us to feel that they 
know that we are railroading well and 
are making marked progress. A vastly 
increasing business is coming to our lines 
and the secret which explains all of our 
success is teamwork. 

''But we must not be satisfied with our 
present success. With two other trunk 
lines we are the principal transportation 
servants of the three largest seaports on 
the Atlantic Coast. They are now 
doing a business of vasth' more than 
two billion dollars a year in exports and 
imports and we are not getting the share 
of this business that we should. In cer- 
tain respects we have made notable 
increases. For instance; in the past year 
we handled fifty million bushels of grain 
as against onh' seven or eight million 
bushels fifteen years ago. Our facilities 
for this business have not been greatly 
improved, but our efficiency has been. 
And I am sorry, indeed, that the' foremen 
and the other men behind the guns 
who have made it possible for us to do 
this are not with us to hear what we think 
about their work." 

Mr. Thompson then spoke of our 
terminals in the five lake ports, with 
their splendid facilities and said that by 
the very nature of our situation we 
were bound to become an increasingly 
important factor in the business of at 
least ten of the largest cities east of the 
Mississippi. He called attention to the 
splendid service given by our Royal 

Blue trains between Washington and 
Xew York and said that important 
changes and enlargements were con- 
templated in this service by the operating 
and traffic departments, looking to an 
increase in the traffic in the highly com- 
petitive territory through which this 
branch of the service runs. 

Our Density of Traffic 

He mentioned the great density of 
traffic on the Baltimore and Ohio, com- 
paring it with that of a western road 
which with mileage twice as great yet 
has less than one-half our tonnage. 
He also called particular attention to the 
large amount of capital, approximating 
one hundred and twenty millions, which 
president Willard has secured in the last 
few years to provide facilities sufficient 
to handle this business. And he em- 
phasized the continual necessity for 
economy along all lines to earn a sufficient 
amount of revenue to pay the interest 
on this additional capital not only in 
years when business is big, but also in the 
lean years. 

Need for Greater Diversity of 

He then referred to a point which after- 
ward developed into one of the most 
important brought out during the entire 
meeting, namely, the necessity for secur- 
ing greater diversity of traffic on our 
lines. He s^id that fifty-four per cent, of 
our business was in coal and coke and 
that although this was highly desirable 
traffic, it was of paramount importance 
for us to secure a larger share of the many 
other kinds of freight offered by the 
industries on our lines. 

''There is just one way for us to get our 
share of this traffic," he said. "It is by 
giving such good service that shippers will 
want the Baltimore and Ohio to carry 
their freight. On the other hand, we 
must have traffic men able to tell ship- 
pers persuasively about the good service 
of the Baltimore and Ohio. Our traffic 
people tell me, by the way, that ninety 
per cent, of their battle is won or lost by 
our operating men as they give good or 
bad service." 



Importance of Holding Shippers 
by Good Service 

As an illustration of the difficulty of 
o;ottinp; largo shippers to change their 
transportation agents, Mr. Thompson 
mentioned a western concern which does 
a business of over one hundred million 
dollars a year and which had only recently 
decided to let the Baltimore and Ohio 
liandle a part of its freight. This 
business, he stated, had alread}' assumed 
the proportions of fifteen hundred dollars 
a da}' gross revenue. The magnitude of 
the change in the eyes of this new 
customer of ours is shown, he pointed 
out, by the fact that he had been obliged 
to change instructions on five thousand 
of his record cards. In the light of this 
information how important it is that 
we so please him as to make it impossible 
for him ever again to want to route this 
business in any other way except over 
our lines. 

Pleasing Our Passengers 

*'It is gratifying to us, all, I am sure," 
continued the speaker, ''to get con- 
gratulatory letters from our passengers 
and shippers. Only recently a prominent 
man wrote me that he had used the Balti- 
more and Ohio between Washington and 
Chicago for the first time in many years. 
He said that he had not realized that we 
had take'n out so many curves and 
reduced so many grades. But he was 
mistaken. For what he thought were 
radical changes in our lines, were 
principally the results of efficient rail- 
roading by our operating men. This 
shows that great expenditures are not 
essential to great results. For instance, 
through improved and careful supervision 
and inspection and better railroading in 
general, we have taken out in the last 
few years five hundred and four facing 
switches. Think of the possible decrease 
in derailments and hence in operating 
costs which this change lias brought 

He then mentioned the splendid repu- 
tation of our dining car department and 
the fact that the most prominent officials 
of other railroads had in recent years 
been riding our trains largely for the pur- 

pose of inspecting this service and 
finding out how its reputation was being 
made. And using this depart nu^nt as an 
example, he urged his hearers to let Mr. 
Baugh know anything good or bad they 
discovennl in the service, so that he could 
plan accordingly. It is not the head of 
this department you are criticising or 
complimenting, he pointed out, but the 
department as a whole, and it is only 
when constructive criticism is made that 
improvements in the service can l)e 
])rought al)out. 

Raising of Standards 

He spoke of the great advance which 
had been made in our standard of 
operation; of how our train load had 
increased from 350 to 500 tons, and of 
how this year it had reached the almost 
unhoped for record of 750 tons; of how 
the car mileage had gone up also, and 
yet of how these splendid records, fol- 
lowing the desire and expectation of 
president Willard. would have to con- 
tinue to increase if we were to maintain 
our present enviable position among 

Success Through Team Work 

''AH of our high standards would have 
been impossible of realization without the 
fine spirit which imbues. Baltimore and 
Ohio men," he continued. "All of the 
higher standiiwh which we expect to reach 
will only be attained through a finer 
development of this spirit. We know 
that we have real team work and one of 
the most hopeful things about this meet- 
ing is that we can plan for still better 
team work. Many departments are rep- 
resented here and it is through consulta- 
tion among them and the asking and 
answering of questions that a better 
foundation for our work from this time on 
can be laid. I will, therefore, ask Mr. 
Wight, freight traffic manager, to put any 
of the questions which most frequent h' 
occur to him al)out operations, to the nien 
of the operating department present." 

Mr. Wight Asks Some Questions 

Admitting at the outset that he knew 
the operating department was working 
just as hard on the problems he was about 






':^^-^^v .-^:g 


^s^' -J^ftlijd 



1. W^ . ' J&i^: 



Left to right: J. F. Keegan, Genaral Superintendent, Wheeling District; S. A. Cromwell, General Manager 

Galloway's Staff; J. H. Davis, Electrical Engineer; B. S. Mace, Superintendent of Insurance; J. S. 

BowDKN', District Suporintenrlent Slotive Power at Wheeling; F. H. Clark, 

General Sup;>rintendent of Motive Power 

to mention and was just as much inter- 
ested in them as the traffic department, 
Mr. Wight said that, notwithstanding, he 
felt that a frank statement of some of the 
perplexing questions which faced him, 
would he helpful to all his hearers. 

''The first question which Ixiffles a 
freight traffic solicitor," he began, "comes 
when there is a scarcity of cars. He 
says, 'Why can't we get cars?' He 
often wonders, too, why the average car 
houi-s per day cannot be increased from 
three to four. He wonders why cars of 
valuable merchandise are cut out of 
fast freight No. 97 en route to Chicago 
and why some of them are held over. 
And he wonders why they are not placed 
immediately upon reaching the terminals. 
Nor can he understand why cars supposed 
to leave Chicago with eight thousand 
pounds of ice reach Chicago Junction 
with only three hundred to one thousand 
pounds in them. 

"But with all of these complaints, and 
there are often many, he appreciates, 
nevertheless, that the service that we 
are now giving is better than ever before. 
Our shippers say so and business itself 
proves it by its increase." 

He then mentioned the case of a large 
shipper in New York City whose trucker 
was unable, on account of a strike, to 
ship by the accustomed road, that of one 
of our competitors; and how the trucker 
took the goods to our terminal, where 
they were handled so efficiently that 
practically without solicitation and only 
on account of the good service he had 
received the shipper immediately decided 
to give us regularly this part of his 
business. Concluding, Mr. Wight said 
that regularity of service was the one 
big feature in enabling solicitors to get 

Mr. Thompson humorously remarked 
that Mr. Wight's questions were so easy 
that, instead of answering them himself, 
he would call upon Mr. Gallowa}^ to do so. 

Mr. Galloway Replies 

In doing this Mr. Galloway pointed out 
the laxity with which shippers handle 
cars placed for loading and unloading 
and how much free time is given to 
shippers before they are made to suffer 
financially for their delays. He gave one 
or two instances illustrating this point 
and said that when such occurrences 



were frequent the average of time lost in 
keeping; ears moving eould ])lainly he 
seen. He said that thirty-five huiuh-ed 
cars were held up without movement for 
a period of a month during; the winter of 
1915-16, notwithstanding; the embarg;oes 
placed in certain cong;ested terminal 
cities, although they relieved the situation 
to a certain extent. He stated further 
that certain shippers made it a practice 
to order coal in much greater quantities 
than they needed, to meet possible con- 
tingencies, and preferred to pay demur- 
rage on the cars rather than unload them 
and put the coal into storage. And he 
closed by remarking that these were a 
few of the difficulties placed in the way of 
efficient operation by careless shippers 
who were unwilling to cooperate with 
transportation companies for quick move- 

Mr. McCarty Commends 

0. P. McCarty, who was next called 
upon for any questions he had to ask the 

operating department, was in his usual 
good humor and kept his hearei"s in a 
tumult of laughter with witticisms il- 
lustrating his ])()ints. Hc^ commended 
the good schedule and the fine ('(juipment 
provided by his operating friends and 
pointed out only a few specific instances 
where he thought the service could be 
improved. To some of these suggestions 
general manager Galloway gave imme- 
diate assent and the promise was made 
that all of them would be looked into 

Mr. McCarty said further that he 
understood full well that on account of the 
large passenger business moving over our 
lines, shortage in equipment is some- 
times bound to occur, but that he knew 
that the equipment was being used to its 
greatest capacity. He said, however, 
that passenger traffic had increased and 
was increasing very rapidly in this 
country on account of the European war 
and the prosperous condition of business, 
and that we must prepare to furnish an 
even larger quota of modern cars, with 


Left to right: J. W. Fowler, Office of Special Engineer; W. S. Hoover, Superintendent of Police, Cincinnati; 

Dr. E. M. Parlett, Chief of Welfare Bureau; Hobart Smock, Director of Glee Club; 

W. M. Kennedy, Assistant Superintendent Relief Department 



which to handle it. He commended our 
dining car service very highly", specifically 
suggesting, however, that the commercial 
club dinners would be improved if not 
served in a ''trough," as he called it. 
He pointed out the fact that not only 
does a good meal on a diner mean a 
repeat passenger, but also a satisfied 
passenger who will spread abroad the 
news of how well pleased he was with our 
service. He also mentioned the saving 
in the passenger's time effected by having 
his meals on the train. He concluded by 
expressing gratification at being present 
and able to meet so many men from 
the the various departments repre- 

Mr. Thompson then called on Francis 
Lee Stuart, chief engineer, to tell some- 
thing of our projected improvements. 

Mr. Stuart Sketches Improvement 

Mr. Stuart's prediction at the opening 
of his talk that the Baltimore and 
Ohio was destined to become the greatest 
railroad property in the United States, 
was greeted with great applause. He 
said that brains primarily and money 
only secondarily had been responsible for 
the remarkable improvements on our 
lines during the last three years. And 
he called attention to the fact that 
although there were many places on the 
System occupying the thought of our 
officials for possible betterment, never- 
theless those having the highest revenue 
earning power should have first claim on 
our resources. As evidence of this fact he 
mentioned the new Curtis Bay coal pier 
and described it briefly and so clearly 
that one could almost picture this vast, 
new project in actual operation. He 
mentioned the new export pier at Locust 
Point, already planned, and pointed out 
the salient features of this improve- 
ment, which are expected to bring about 
a decrease of over thirty per cent, in 
handling costs. 

The contemplated improvements in 
Philadelphia, together with those now 
under way, he promised would put us on 
a par with our competitors in that im- 
portant city. He also described several 

new and valuable additions to our 
equipment in the New York terminals 
which are expected largely to increase 
our capacity in the metropolitan section. 

Mr. Stuart said that he could speak 
indefinitely of proposed improvements if 
time permitted and concluded by asking 
the operating men present if any one of 
them could tell him how much it cost to 
start and stop an eighty-five car train. 
In reply, Mr. Thompson said that he 
doubted if this ever had been or would be 
accurately determined, but thought the 
most definite information had been pro- 
vided by the Railway Engineering Asso- 
ciation, the cost of this operation (stop- 
ping train) as they had figured it being 

The chairman then spoke briefly of 
some of the economies in operation which 
had been effected during the last six 
years, calling particular attention to the 
fact that if during the last fiscal year we 
had operated in the same manner as we 
did five or six years ago, instead of a 
surplus after all bills had been paid, we 
would have found ourselves with a very 
embarrassing deficit. As just a single 
illustration of how our facilities had 
increased, he said that we could now 
handle fifteen hundred cars out of 
Grafton a day, whereas six years ago 
we could only handle seven hundred and 
fifty. He then asked Mr. Bankard, 
purchasing agent, to tell some of the 
problems and questions which faced 

Mr. Bankard Proposes Annual 

After briefly reviewing the difficulties 
of getting material and the increased 
cost of supplies, both of which subjects 
were discussed in the last issue of the 
Employes Magazine, Mr. Bankard sug- 
gested the advisability of adopting a 
budget of expenditures for each depart- 
ment at the beginning of each fiscal year, 
so that he might have a comprehensive 
and definite plan on which to work. He 
pointed out the advantages of this 
scheme, which from a theoretical stand- 
point at least seems admirable, and 
showed how by planning for minimum 



expenditures in advance for an entire 
fiscal year, economy and efficiency could 
be effected. 

Mr. Davis Approves Plan But 
Mentions Obstacles 

General manager Davis was called 
upon to speak on this suggestion. He 
agreed that it was a good one, but pointed 
out one or two instances in which he had 
tried to follow it without, however, hav- 
ing it carry through smoothly. He then 
reviewed briefly several of the questions 
which had been brought up by the traffic 
officials and explained how the operating 
men on the Southwestern and the Cin- 
cinnati, Hamilton and Dayton had been 
trying to answer them by giving good 
service for the upbuilding of our business. 

The Grain Car Supply 

Another representative of the traffic 
department, O. A. Constans, western 
freight traffic manager, was then called 
on His principal trouble, he said, 
during the last year had been his inability 
to secure a sufficient number of cars to 
take care of the grain business originating 
in Chicago. In reply Mr. Thompson 
pointed out that we had been doing a 
tremendous grain business out of Chicago 
and J. K. Kearney, general superinten- 
dent of transportation, emphasized this 
fact by stating that the supph' of grain 
cars that we had been sending to Chicago 
was the largest in our history. He also 
said that the greatest obstacle to keeping 
cars constantly moving was the free 
time allowed shippers. 

Mr. Calloway Emphasizes the 

Importance of the ''Repeat** 


In bringing up again the subject of 
passenger business, Mr. Thompson asked 
W. B. Calloway, general passenger agent 
of the Baltimore and Ohio Southwestern 
and Cincinnati, Hamilton and Dayton, 
to give some of his observations. This 
traffic official, by his splendid per- 
sonality, ready address and the injection 
of some new thought into the discussion, 

made a fine impression. He said that it 
was his deepest regret that, in his 
opinion, we were not getting as many 
"repeat" passengers as we sliould, and 
furtluM- that passenger business could not 
be built up on a bargain sale basis, that 
solicitation was expensive, that the 
"repeat" passenger was the one on which 
the railroad made its profit; finally, that 
we should give such good service that 
once a man becomes a patron of the 
Baltimore and Ohio he will always wish 
to continue as such. However, he em- 
phazised the fact that he had not come 
with the intention of crit'cising the 
operating department, but, on the other 
hand, wanted to thank them for the 
splendid cooperation they had given him 
in making the very best use of the equip- 
ment on the Baltimore and Ohio South- 
western and the Cincinnati, Hamilton 
and Dayton. He further pointed out 
how he and his department had been 
showing their appreciation of this coopera- 
tion and the results it had l)rought about 
by telling the public through newspaper 
advertising something of our good sched- 
ules and service. He mentioned particu- 
larly the announcement of a new train 
from Columbus to St. Louis, which had 
been introduced to the people in head- 
hnes reading, "455 miles in eleven and a 
quarter hours." Approximately forty 
miles per hour, he maintained, should 
convince travelers that we were trying to 
give them good schedules. Some of the 
newspaper advertising which he has 
recently used in the west was pinned 
on the wall of the convention room for 
the information of those present. 

Density of Traffic on 
C. H. & D. 

In introducing C. L. Thomas, freight 
traffic manager of the Baltimore and 
Ohio Southwestern and the Cincinnati, 
Hamilton and Dayton, Mr. Thompson 
called attention to the fact that traffic on 
the main line of this affiliated property of 
th(» Baltimore and Ohio was even larger 
than that on the Baltimore and Ohio 
proper, and that the importance of this 
part of our S3'stem was, therefore, 



Mr. Thomas Tells of Traffic 
Possibilities of C. H. & D. 

The stragetic position of the Cincinnati, 
Hamilton and Da^^ton, .particularly in 
reference to the rapidly increasing coal 
business between the fields of Kentucky 
and the Great Lakes, was clearly shown 
by Mr. Thomas. The increase in this 
traffic, he promised, was only an indica- 
tion of what it would eventually become, 
especially if the cooperation which ob- 
tained between various departments on 
the Cincinnati, Hamilton and Daj'ton 
continued to be as great a source of 
strength as it had been in the past. 

At this point in the program, after 
about two and a half hours of discussion 
and the brief addresses mentioned, some- 
one was bold enough to inquire of the 
chairman what time^had been allotted 
for the playing of golf. Lunch having 
been planned for 12.30, and it being but 

Left: W. H. AVERELL Genaral Manager, 

New York Properties 


Assistant to President 

a few minutes before this hour, the inquiry 
seemed quite pertinent, but the chairman 
was equal to it and said that as it 
was daylight at 4.30 a. m., and breakfast 
did not come until 8.00, there was surely 
plenty of time for the real devotees of 
the game to give it their attention. 

The Government **Safety First** 

Before concluding the morning's ses- 
sion, Mr. Thompson asked Mr. McCarty 
to tell briefly the history of the United 
States Government Safety First train, 
then and now moving over our lines. 
The latter said that the exhibit had been 
brought about through the effort of the 
Bureau of Mines in the Department of 
the Interior. An exhibition of the Safety 
devices used by the United States Gov- 
ernment was being given in Washington 
and the Hon. Franklin K. Lane, secre- 
tary of the Interior, inspected it and 
conceived the idea of sending it over the 
railroads, properly housed in a train, so 
that citizens from all over the country 
could see it. Mr. Lane was chairman of 
the Interstate Commerce Commission 
when president Willard was arguing the 
so-called five per cent, case for the rail- 
roads and the associations of the two 
men had been so pleasant at this time 
that Mr. Lane immediately got in touch 
with Mr. Willard in behalf of the exhibit. 
The result was the magnificent steel train 
prepared by the Baltirnore and Ohio and 
now carrj'ing the message of Safety to 
the millions of people who would other- 
wise never hear it so adequately pre- 
sented. Mr. McCarty said with just 
pride that the dispatching of this exhibit 
in Baltimore and Ohio coaches, and first 
over our lines, was one of the greatest 
advertising coups ever consummated by a 

The morning session was then ad- 
journed. The big and hospitable dining 
room was only a step away and it was 
but a few minutes before the railroaders 
were doing justice to the noon meal. 
As at other of these conventions, certain 
of our officials had been asked to have 
special parties at their tables. It was 
therefore possible for many men from 



different departments to meet as the 
guests of a common friend and to get to 
know each other as well as men can wlien 
breaking bread tog(^ther. An orcliestra 
phiyed chn'ing this meal and also for 
lunch and dinner on the following da}- 
and added a good deal of pleasure to the 

The Friday Afternoon Session — 
C. S. Wight Presiding 

The afternoon session, which was 
called for two o'clock, was in charge of 
C. S. Wight, freight traffic manager. 
His introductory remarks were brief and 
consisted merely of his proclaiming what 
in his opinion was the purpose of the 
meeting, nameh;, to find out the most 
efficient and economical way to get and 
handle business. Then he called on 
0. P. McCarty, passenger traffic manager, 
to speak on the topic ''Passenger Traffic 
—What it Means." 

O. P. McCarty Discusses ^'Passenger 
Traffic— What it Means" 

At the outset, Mr. McCarty in the up- 
to-date spirit of the occasion, enunciated 
as the first duty of the railroad, its obli- 
gation to the public. He illustrated the 
truth of this by saying that a good deal 
of the commuter business on the Balti- 
more and Ohio was handled at a loss, 
Init that we continued to supply the 
facilities for comfortable commuter travel 
because we knew that when people estab- 
hshed their various lines of business on 
our property, they did so with the expec- 
tation of getting good service. 

He mentioned the big improvement in 
our facilities for handling passengers 
since the last Deer Park meeting; for 
instance — paper towels in our stations, 
the sanitary water coolers in our new 
cars and the paper cups distributed by 
vending machines for the use of pas- 
sengers. In speaking of the abuse oi the 
roller towel, which used to be so common 
on railroads, Mr. McCarty told the stor\' 
of an inspector who went in to an agent, 
saw a greatly soiled roller towel on the 
premises and said: "Don't you know 
that it's against the law to use roller 

L?ft: M.J. McCarthy, Superintendent Motive Powjer, 

Baltimore and Ohio Southwestern 

Right: L. FIXEGAN, Superintendent Shops, 

Mt. Chire 

towels?" ''Yes sir," said the agent, "but 
the law was not in force when that towel 
was put up." 

Mr. McCarty mentioned the new 
service between New York and New Or- 
leans via 'he Balt'more and Ohio and 
connections, as well as our new service 
between I^uffalo and Rochester and 
Washington. He emphasized the fact 
that the pass(^nger service is the standard 
by which the railroad is usually judged 
by the public and that the road which 
gives good service to passengers usuallj- 
is well enough thought of to get a good 
freigh ])usiness. He urged his hearers 
to do everything they could to make our 
passengers realize the truth of the slogan 
"our passengers are our guests," and 
said that it was the unusual courtesy on 
the part of our operating men which 
made friends for the railroad. 



C. L. Thomas on ^'Freight Traffic 

"Freight Traffic Prospects" was the sub- 
ject developed by C. L. Thomas, freight 
traffic manager of the Baltimore and Ohio 
Southwestern and the Cincinnati, Ham- 
ilton and Dayton. 

"To be a success," he began, "a traffic 
man must be an optimist. He must feel 
that business is going to be good if he 
expects to get a fair share of it. Our 
passenger and freight business has un- 
doubtedly been stinmlated considerably 
by the war, and many people feel that 
after the war, business will decrease 
severely and very quickly. But I think 
that the United States has now secured 
such a firm hold on the commerce of the 
world that from an industrial standpoint 
we will be an increasingly large factor in 
international trading. We have had a 
magnificent chance to study and invade 
foreign markets. And we have taken 
good advantage of it. We have learned 
foreign methods of doing business and 
should be able to compete successfully 
with our goods. Furthermore, our own 
resources are so vast and are now being 
so rapidly developed that their further 
development for the next few years 
will mean that business will continue 

"Statistics indicate that we are slowly 
changing from a coal carrying railroad 
to one of a greater diversity of traffic. 
This is a wholesome tendency and should 
be stimulated and supported. We should 
watch most minutely the industrial de- 
velopments on every part of our lines. 
And every one of us should be so much 
on the qui vive to get the business 
afforded by these developments and to 
handle it efficiently, that during the next 
few years we can diversify our traffic 

Every Solicitor Has a Good Idea 
for Business-Building 

"I believe that every solicitor on the 
Baltimore and Ohio System has at least 
one good idea for the building up of our 
business. Let us capitalize these ideas to 

their fullest possibilities. We are all well 
pleased with the record year we have 
just had but we are certainly not going 
to be satisfied unless we exceed it hand- 
somely during the next year." 

W. B. Calloway an Optimist on 
** Passenger Traffic Prospects" 

W. B. Calloway, general passenger 
agent of the Baltimore and Ohio South- 
western and the Cincinnati, Hamilton 
and Dayton, in developing the subject 
"Passenger Traffic Prospects," encour- 
aged his hearers by saying that he 
thought that they were decidedly good. 

For convenience he classed passenger 
traffic as follows: first, local or com- 
muter haul; second, commercial travel, 
incident to business; third, tourist or 
excursion travel; fourth, immigration; 
fifth, military. 

"At one time," he said, "local or com- 
muter business was profitable, but with 
the advent of the two cent fare laws, the 
interurban cars and the rapidly increas- 
ing use of motor cars, it now offers a 
very difficult problem to the railroads. 
In Indiana and Illinois alone we had 
last year over 200,000 licensed motor 

"Commercial travel has brighter pros- 
pects. General business is good and so 
long as it continues good, the revenue 
from commercial travel will be satis- 

"Perhaps our tourist business offers 
the most profitable field for development 
within the next few years, however. 
Wages have been high, foreign travel has 
been practically eliminated and never 
before in the history of the country have 
Americans visited places of interest 
throughout their own land so much. 
Last year the volume of winter resort 
business was unprecedented and inquiries 
which we have already received this year 
point to even heavier travel during the 
coming winter. 

"The prospects for immigration bus- 
iness are problematical on account of the 
possibility of foreign governments pro- 
hibiting any considerable emigration after 
peace is concluded. Furthermore, the 
literacy test bill now before Congress 



may keep from our shores many of the 
foreigners who would otherwise come 

''The prospects of mihtary travel now 
are, of course, very good, but the duration 
of this business is also problematical and 
we cannot count on it for regular rev- 

"In conclusion, I can only assent to the 
statement that has been made by so 
many speakers here, that our business 
after the war depends very largely on 
the extent of our activities in securing 
it, and the service we give after we get it." 

Mr, Constans on ^'Freight Traffic 

O. A. Constans, western freight traffic 
manager, then presented an able paper 
on freight traffic problems. The dom- 
inating feature of his address was the 
importance of the human element in 
every business transaction. 

He said that every employe of the 
Baltimore and Ohio, in no matter what 
department, has a big part in the secur- 
ing of business. He called traffic solicita- 
tion in its simplest form a merchandising 
transaction, and classified its three ele- 
ments. He mentioned advertising as 
the first. Under this heading the human 
quantity looms large, since every em- 
ploye, by his character, his industry 
and his loyalty, can be a living advertis- 
ment for his railroad. Second comes 
the selling price of the commodity: the 
rate maker is not merely a juggler of 
figures, but should be a man well posted 
on current events and business con- 
ditions and prospects. The third is the 
selling element proper. Under this head- 
ing he gave as the three principal 
essentials for getting business: (a) solici- 
tation of business from new shippers; 
(6) the securing of business from com- 
petitors; (c) an increase in traffic by 
helping the shipper increase his business. 

As essentials for the successful salesman 
he suggested the following: First, a 
knowledge of the article he is selhng — 
in transportation, a knowledge of sclied- 
ules, rates and facilities; second, a belief 
in the article sold, i. e., the belief" of tlie 
solicitor that his Company will give 

good service; third, courtesy, persuasive- 
ness and enthusiasm; fourth, personality, 
which if not inborn, can be cultivated. 

He concluded by emphasizing the 
fact that systematic and intelligent and 
well supervised training is the largest 
factor in the development of the success- 
ful traffic solicitor. 

Mr. Squiggins on ^'Passenger 
Traffic Problems" 

Mr. Constans was followed by (1. \\'. 
Squiggins, general passenger agent, who 
admitted that the improved service 
offered by the operating department 
had greatly encouraged and helped our 
passenger soUcitors. 

He offered a number of suggestions for 
the improvement of the service on branch 
lines, saying that a good many com- 
plaints received from our patrons came 
from these sources. And he very cor- 
rectly said that patrons of railroads 
"follow the crowd," and suggested as the 
best advertisement for the Baltimore 
and Ohio service, cars which are com- 
fortably filled with travelers. 

Although not deprecating from an 
economic standpoint the improvement 
in wagon and automobile roads through- 
out the country, he suggested this as one 
of the reasons why our passenger business 
is not increasing as fast as it should. 
As an illustration he cited a special 
movement which had been recently 
planned between Frederick and Laurel, 
the mobilization point of the Maryland 
National Guard. It had been expected 
that a hundred citizens of Frederick 
would make the trip, but after the 
equipment had been prepared, it was 
discovered that the prospective pas- 
s(*ngers had d(H'i(l(Hl to take the entire 
party to Laun^l in motor cars. 

He conclu(l(Ml by serving notice on 
the freight solicitors present that al- 
though the passenger business had bulked 
small proportionately in the past, they 
might exiKM't that it would comprise a 
lai'gcr pcicentage of the gross revemie 
of tiie Hnhiiuore and Ohio from that 
time on. 

Mr. Wight, the chairman, tlien called 
on W. H. Averell, general manager of 



Left: EDMUND LEIGH, CJeneral Superintendent 

of Police and, 

Right: O. A. CONSTANS, Western Freight Traffic 

Manager, hobnobbing together 

the New York properties, to say some- 
thing about the situation in his territory. 

W. H. Averell Discusses High 
Revenue Freight 

Mr. Averell confessed to a feeling of 
great satisfaction that our earnings for 
the fiscal year then closing had been so 
large. But he said that he tried never 
to lose sight of the fact that the success 
of the business of a railroad was judged 
not by gross, but by net earnings and 
that the net result of the business of the 
Baltimore and Ohio Avas the focus toward 
which he concentrated all his energy. 
He suggested that we often spent money 
to secure unprofitable business and stated 
that he could not understand why we 
accepted for shipment commodities into 
the New York territory which brought 
us only nine or ten dollars a carload 
gross, when we might secure freight of 
revenue producing value of from one 

hundred to one hundred and fifty dollars 
per car, instead. 

He mentioned the tremendous diffi- 
culties facing all the railroads in New 
York during the congestion of the ter- 
minals there during the past year and said 
that this congestion was due very largely 
to the failure of shippers to load and 
unload cars in accordance with their 

He spoke with pride of the fact that 
for the first half of June our business 
out of New York had been thirty-one 
per cent, greater than that of the same 
period during 1915 and also of the fact 
that we were one of only two railroads 
in New York which, during the period 
of congestion, had not been obliged to 
close our freight houses. 

As a recent example of poor loading 
he mentioned some barbed wire, which 
occupied ten cars and could easily have 
been placed in seven cars, and he urged 
the traffic men present to keep before 
their customers the necessity of loading 
cars to their fullest capacity. 

George H. Campbell Suggests 
Some Improvements 

George H. Campbell, assistant to the 
president, was then called on for a word. 
Mr. Campbell is always a popular 
speaker at these meetings because he 
represents all departments and is, there- 
fore, an impartial critic. Furthermore, 
although duly appreciative of the efforts 
of all of the departments to keep the 
Baltimore and Ohio Railroad in the front 
rank, he usually has a few effective and 
stimulating brickbats to distribute with 
his bouquets. 

He made some comparisons between 
our service and that of certain competi- 
tors, quite favorable to us, but suggest(Kl 
one or two additions to our facilities which 
he felt would greatly help our service be- 
tween Louisville and St. Louis. He then 
addressed a number of questions to the 
operating men present. They were not, 
perhaps, of supreme importance, but 
illustrated how httle unfortunate inci- 
dents or conditions in our service can 
easily be corrected and ]:>ring it so much 
closer to perfection. As an example he 



asked if it was noccssary to have a freight 
train standinji; on the Harper's Ferry 
bridge when one of our craek passen(>;(M- 
trains with observation ear was ])assinj2;. 
This being the most famous seenic spot 
on our entire hne, he ver}^ naturally 
inquired why such a condition should 
prevent its being seen and enjoyed by 
our passengers. 

Mr. Campbell's remarks were, perhaps, 
as stinuilating as those of any other 
speaker. In his travels over the railroad 
he makes it a point to observe conditions 
carefully and to notify the proper 
department both of the good and bad 
things which he sees. And although 
most of us who read this article are not 
competent to criticize with the authority 
which he possesses, we can all rest 
assured that w^hatever we say in a 
suggestive way for the improvement of 
the service will be appreciated by all of 
our officials. 

is intended for agi'icultural use after the 
close of the war. 

"Business will not de|)en(l to a great 
(wtent on crops. It will not depend on 
the ))()ssibility of war on our Southern 
bor(l(M-, for the resources of Mexico are 
inadequate to sustain a war. The labor 
problem is the critical one in business 
today. If it can be regulated satis- 
factorily, business will continue pros- 

Time! For Sport 

The splendid address of Mr. Manss 
concluded the Friday afternoon session, 
and the time before dinner was spent in 
real '^getting together" by men of the 
various departments. Some enjoyed a 
refreshing swim in the clear spring water 
of the hotel pool. Others discovered 
the beautiful roads and b\'-paths which 
traverse the hotel i)r()i)(M-ty, while still 

A Prophetic Note from Mr. Manss 
on the Future of Business 

W. H. Manss, of the president's office, 
followed Mr. Campbell. He possessed 
an astounding store of data and in- 
formation in regard to business con- 
ditions and made some interesting obser- 
vations and predictions concerning our 
economic prospects. Some of these were 

''Immigration will not increase greatly 
after the war. Foreign countries will 
need their men, and few of them will 
come here. We may get considerable 
numbers of women and children. 

''There will not be an immediate 
overwhelming influx of foreign products 
after the war. So much propc^-ty has 
been destroyed that the demands for 
our products will be as great as we can 

"Our crops this year will not be as 
large as during the bumper year of 1915. 
But there will be a normal fruit crop. 

"Most of the numition machinery 
orders have been filled, but nnmitions 
themselves will continue to be (exported 
in large quantities. 

"Of th(^ r(M*ent Knssiau order for 
200,000 tons of bai'bed wiiv, a lai-ge pai-t 

.1 W I.INDSAV, DiviMon Fivit-l.t Ag.'nt, 
\ inotnnt'S, Ind. 



others stood on the porches discussing 
their cigars and business prospects. 
Not a few enjoyed the spectacle of the 
tennis courts, where several of our 
''strictly amateur" players, limbered up 
with their rackets. This was not cham- 
pionship tennis, but it at least served 
the purpose of keeping the participants 
out in the air and amusing a party of 
friendly critics. 

Friday Evening Session — Mr. 
Broderick on ^'Welfare" 

A splendid dinner and cigars were 
scarcely over when the convention hall 
began to fill for the evening session. 
Mr. Thompson again took charge and 
introduced John T. Broderick, super- 
visor of special bureaus, who read an 
exceedingly comprehensive paper on wel- 
fare work. This is one of the most im- 
portant recent innovations we have made 
and the paper convoyed to those present 
a clear idea of the ambitious thought 
and program which the Company has 
in mind for its employes. The subject 






Left to Right: W. R. PITT, S. W. HILL 
J. K SKILLING, Special Accountants 

was presented admirably by Mr. Broder- 
ick and was listened to attentively and 
thoroughly enjoyed. 

This was followed by the showing of 
stereopticon pictures of some of our 
officials, and the applause which greeted 
this part of the program showed that the 
popularity of our executives among their 
subordinates is real indeed. A few of 
the most beautiful slides which Mr. 
Lowes has of the familiar and attrac- 
tive scenes along our line, were then 

The Railroad Movie, **The House 
That Jack Built" 

There were undoubtedly among the 
men in the room many who up to this 
time had never seen presented the rail- 
road motion picture "The House That 
Jack Built," which is being exhibited 
over all our lines in an endeavor to 
further the Safety campaign. To these, 
the striking lessons afforded by the 
"movie" must have driven home con- 
vincingly the fact that the Baltimore and 
Ohio is doing everything in its power to 
present the salient jirinciples of the 
Safety First movement in an interesting 
and effective way. The picture was 
thoroughly enjoyed. 

The Glee Club 

Mr. Thompson then took the floor 
again and introduced the Baltimore and 
Ohio Glee Club. The operating men 
present had heard them at last year's 
convention, but it is safe to say that 
their introductory efforts pleasantly sur- 
prised a good many of the account- 
ing and traffic representatives in the 

As Mr. Thompson had explained, the 
club had been reciuested to sing but a 
few numbers to conclude the program. 
What was lacking in quantity, however, 
was certainly well made up in quality. 
Mr. Smock, the leader of the club, 
chose songs with which the boys were 
very familiar. The rousing "Winter 
Song," one of the club's favorites and a 
number which extolls the pleasures and 
value of good fellowship, was sung with 



groat gusto and heartily applauded. 
This was followed by the melodious and 
sweet "Kentueky Babe" and l)y another 
seleetion eharaeteristie of negro life in 
the south, "Honey, 1 Wants Yer Now." 
As a popular song, the latter is possibly 
the most appealing in the club's reper- 
toire and it was heartily applauded and 
an encore demanded, l^c^fore giving 
this, Mr. Smock explained that the 
principal concert would be given on the 
following night and announced ''Schnei- 
der's Band" as the last iunn])er for tlu^ 

Thereupon started the ''boom, boom," 
of the bass drums softly sounding in the 
distance, the descriptive addition of the 
other instruments, vocally interpreted, 
the climax of the full "choral instrumen- 
tation" in the middle of the piece, and 
the gradual diminuendo of tone as the 
band, in imagination, marches off in the 
distance. The work of the club was 
not better done than it was appreciated 
and the boys enjoyed it quite as much as 
did the audience. 

{The proceedings of the Second Day of 
the Convention at Deer Park will be reported 
in the August issue.) 

Traveling Passenger Agent, Cumberland, Md. 



I nnilAT in man which does not perish is his personal 

! ^ inflnence. Since we are creatures of environment and 

! lieredity, if you wisely shape the environment of those 

j about you and transmit that which is good to your — and 

j their — posterity, you will live. And the waves of lime 

I shall dash impotent ly against your life, next year and 

{ next century. You will be living ten generations hencc^ 

I in ten thousand or ten times ten thousand descendants of 

j yourself and of those whose lives your life beneficcMitly 

j influenced. And you cannot buy life with gold nor with 

I great works that pay dividends in dollars, but with service 

I and self, coined into deeds of unselfishness. — Edwin Lefcvre 

The Baltimore and Ohio Railroad Company 


Baltimore, Md., July 10, 1916. 
To All Employes: 

In view of the prevailing epidemic of Infantile Paralysis in New York and its 
liability to spread to other adjoining communities, it is deemed advisable to outline 
briefly in the interests and for the protection of our employes and their families the 
cause, symptoms, how it is spread and its prevention: 

Infantile Paralysis is caused by a germ, thriving in dirt and filth, 
Cause and transmitted from one person to another through contact — nose 

and mouth secretions, dust, flies, mosquitoes and vermin, and con- 
taminated milk; contaminated clothing and domestic animals. The germ of the 
disease usually enters the system through the nose or mouth. The disease develops 
and spreads rapidly in hot dry weather from May to September. While it is chiefly 
a child's disease, adults occasionally contract it, and are responsible to some 
extent for its spread. 

One of the reasons for its rapid spread and toll of death is that parents mistake 
the early symptoms for those of teething, indigestion, or a slight cold and fail to call 
in a physician in the beginning, or to quarantine the child from other healthy children. 

The earliest symptoms shown by children affected with this 
Symptoms malady are sudden fretfulness, irrita))ility, nervousness, fever, 
attacks of vomiting and irritation with increased secretion from 
the nose or mouth, and a little later one or both limbs become paralyzed. 

The patient, members of the family and others occupying the 

Prevention premises sliould spray the nose and throat with peroxide of hydrogen. 

Handkerchiefs and towels used by a child suffering from this 

malady should be thoroughly sterilized or burned; likewise all dishes, cups, clothing, 

etc., used by the patient or coming in contact with the child, should be thoroughly 


The floor and trimmings of the room where a case occurs should be washed with 
a five percent solution of Formaldehyde and oiled to prevent subsequent scattering 
of c-ontaminated dust. 

It takes anywhere from two days to two weeks for the symptoms 

General to devclop — following the infection, — this is why strict quarantine 
precautions are necessary, and the advice given to parents to keep 
on the alert for the early symptoms. 

In calling in the physician promptly it is sometimes possible, in the less virulent 
cases, to check the attack and prevent paralysis, by diet— medication— massage, etc. 

To })e on the alert in guarding against Infantile Paralysis and to prevent its 
spread, strict cleanliness of liousehold and surrounding premises is of paramount im- 
portance. Equally important is the necessity for parents to keep children from 
crowded places, street playgrounds, moving picture shows, theatres, etc. Houses 
should be thoroughly screened in order to keep flies and mosquitoes from coming in 
contact with the child and its food. Good clean, bottled, certified milk only should 
be consumed. 

Bathing in stagnant water in a neighborhood where a case has occurred should 
be avoided. Likewise playing in community sand heaps should be prohibited. 
Household pets should be thoroughly bathed, disinfected and removed from the 
premises or confined in a suitable enclosure. 

Children affected with the disease should be immediately quarantined and a 
physician consulted at the earliest possible moment. 



Baltimore and Ohio Helps Authorities Fight 
Infantile Paralysis Epidemic 

Early in the Field With Warning and Bulletins 

to Employes 

REPORTS of the seriousness of the 
infantile paralysis epidemic in 
New York City had hardly been 
published before the Baltimore 
and Ohio took prompt steps to do its part 
toward checking; the spread of the terrible 
disease. Dr. E. M. Parlett, chief of 
our Bureau of Welfare, got in immediate 
touch with the surgeon general of the 
United States to see how we could best 
cooperate with the authorities for the 

protection of our passengers and the 
people reached by our lines. Also a 
circular was prepared outlining the causes 
of the disease, its symptoms, pi-evention, 
etc., and copies of this, signed l)y vice- 
president Davis, as seen on the opposite 
page, were sent broadcast over the 

Dr. Parlett also went to Staten Island, 
where numerous cases existed and where 
some fatalities had occurred, to see what 










might be done and done pronipth^ to 
help protect the health of our employes 
and their families there. 

A late conference at Washington, D. C, 
with assistant surgeon general llucker of 
the Public Health Servic(% in charge of 
matters pertaining to common carriers, 
was arranged, to decide what were the 
best and most practical methods to 
confine the epidemic to New York and 
at the same time to facilitate travel 
among those not exposed or infected. 
That we should fully cooperate was the 
policy and direct request of the manage- 

At all points of exit in New York are 
now stationed surgeons of the Public 
Health Service to make inspections of 
children under the age of sixteen years 
who leave New York. Such of those 
who show no symptoms are given a 
clean bill of health, which identifies 
them and prevents unnecessary embar- 
rassment at such points where quarantine 
regulations against New York are in 

The germ which causes this frightful 
and insidious malady, is ultra microscopic 
in size and it is known that, as with 
many other diseases, it works its destruc- 
tion through the medium of filth and 
insects, contaminated fingers, food and 
clothing. Especial pains should be taken 
by all employes to see that everything 
is done to help the authorities in pre- 
venting its further prevalence. 

Send Baseball News to Publicity 

Our publicity department is supplying 
the newspapers of the various cities on 
our lines with news of the System Base- 
ball League. Schedules, the standing of 
the teams and scores are supplied by the 
Welfare Bureau, but managers should 
send any news of special or timely inter- 
est direct to J. Hampton Baumgartner, 
publicity representative, Baltimore and 
Ohio Building, Baltimore. 

Second Monthly Prize Winner in Short 
Story Contest — 

A remarkable tale of what befell 

A railroad man when he went to— well, 

A torrid place, which, our story will show. 

Is shunned by the men of the "Baltimore Heigh-0!" 

By E. F. Short 

Clerk in Freight Claim Department 

NOW it came to pass that a certain 
railroad man lay sick, and it 
became apparent to his friends 
and his creditors that he was 
about to ''cash- in his checks," as the 
boys in the Caboose Poker Club say. 
The sawbones around the corner was 
called in, whereupon the railroad man 
quite naturally gave up the ghost and 
ceased to exist upon the noisy little 
planet we mortals call the earth. And, 
lo! his spirit having passed over the 
Great Divide of the universe, continued 
on its journey until it paused at the 
portals of the Styxville Terminal of the 
Pearly Gates and Celestial Air Line. 

With fear and anxiety the wandering 
soul approached the ticket window, pro 
sided over l)y S. Peter, who, be it known, 
is the General Passenger Traffic ^Manager 
of the aforesaid P. G. & C. Air Line. 

"Well, sport," quoth Peter to the 
trembling spirit, "what's yours?" 

"If you please, most honorable sir, I 
desire to secure transportation to the 
other terminal of your cele])rated route," 
replied the spirit. He rememlxM-ed how 
generously his railroad on eartli had given 

"That's the easiest thing you know," 
replied the G. P. T. M., "provided you 
hold a properly appro veil requisition. 

signed by the parson in charge of your 

"Alas, sir, I unfortunately neglected to 
secure one, as I had no dealings with the 
gentleman and never became acquainted 
with him." 

"Sorry, then, but there's nothing 
doing," quoth Peter. "Why, the Inter- 
planetary Commerce Connnission would 
be down on me like a ton of the hardest 
brick if I were to pass you without proper 

"But what am I to do?" wailed the 
unhappy spirit. 

"Can't sa}', I'm sure, but we won't 
allow 3^ou to hang around here. Guess 
you'll have to take the Hades & Perdition 
Line. There is their 'Fateful Flyer' 
over thcM'e on track thirteen. Tliey'll be 
glad to dead-head you through." 

The terrified spirit turned away from 
the window and made his way to track 
thirteen, where stood the cars of tlie 

"Step right into the buffet car and 
make yourself comfortable," said a horri- 
ble imp of ebony hue, who wore the uni- 
foi-m of a porter. He looked familiar ; after 
a moment the railroad man remembered 
him. On the earth he had been a Pull- 
man porter who, while his cai- was 
waiting at stations, iield loud convcM-sa- 




tions about his lady loves outside the 
windows of passengers who wanted to 
sleep, who forgot to get the steps for 
those who had upper berths, who let 
passengers leave the car in- the morning 
with muddy shoes, but who was alwa3's 
on hand to carr}^ a light bag and collect 
his tip. ''Plenty of drinks, smokes and 
cards to make you comfortable, and 
they's all free. We aims to please de 
travellers on dis line, 'case it's de last 
chance dey has to get what de}^ wants." 
The spirit made his way into the car 
and took his seat. Before long the 
demon who acted as conductor made his 
appearance. The railroad man knew 


him, too. On the earth he had always 
acted as though by allowing passengers 
to ride on his train he was conferring 
upon them a great favor. The conductor 
gave the high sign to the engineer, great 
volumes of black smoke began to roll 
from the engine and the train started 
with a jerk that nearly threw the rail- 
road man from his seat. He then knew 
why the engineer was working on the 
H. & P. He had heard a road foreman of 
engines tell him to go there for a job. 

Gathering speed the train flew faster 
and faster, and the spirit, looking out of 
the window, saw that it was descending 
a grade of forty-five degrees. 

On and on rushed the flyer, and before 
long the traveller saw, in the lessening 
distance, the smoke of Brimstone City. 
In a few minutes the train drew into the 
terminal and the passengers crowded out 
of the cars. The spirit timidly followed 
them and found himself, to his horror, 
in the audience chamber of His Satanic 
Majesty. Slowly the line of passengers 
passed in review and were welcomed by 
the Lord of the nether regions, until it 
came the turn of the spirit of the rail- 
road man. Quaking and trembling, he 
approached the awful throne. ''Wel- 
come to our city," said His Devilish 
Majesty, heartily, "we're always glad to 
see strangers. Where might you be 

"I — I came from the earth, sir," said 
the spirit. 

"The earth is a pretty large place, 
you know," responded the devil. "In 
fact, the largest part of my business is 
done with that planet. In what part of 
the earth did you hang up your hat 
when you were at home?" 

"In North America, sir," replied the 

"Oh, shucks, that's almost as indefinite 
as the other," said His Satanic Majesty. 
"Well, we won't bother about the 
geography. AVhat business did you fol- 
low when you were on earth?" 

"I — I was a railroad man, sir," re- 
sponded the spirit. 

"A railroad man! Well, well, that's 
fine. I've been trying for the longest 
time, but I've onl}^ been able to get hold 
of a few. To be sure, we have the crew 



of the train that brought you here. 

Then we have an engineer who got 

boozed up, ran past a signal and killed 

and injured thirty or forty passengers. 

And a freight brakeman who was too 

laz}^ to get out with his flag 

when his train was stalled — 

that cost three of his fellow 

employes their lives. 

But they are all prett}^ 

poor specimens. To 

what railroad did you 

render your valuable 


''To the Baltimore and 
Ohio, may it please your 

The devil gave a shout 
of glee. 

''The Baltimore and 
Ohio!" he exclaimed. 
"By George, but I am 
surely in luck today. 
Ever since the Baltimore 
and Ohio started business 
I've been wanting one of 
their men for my collec- 
tion, but you're the first 
that ever showed up here. 
What kind of work did 
you do when you graced 
the Baltimore and Ohio?" 

"I was a freight man at 
Blankville," responded the 

"Ah, ha; now I've got 
you placed," shouted 
Satan, "you're that fellow 
Smasher that gave my file 
clerk such a devil of a 
bother keeping the records 
of the stuff you broke up. 
What ho, here!" 

At the command the imps 
sprang to attention. "Bring me 
the records on this fellow!" 
commanded the devil. 

Soon a procession of imps re- 
turned, bearing a number of immense 
books. ''You see, we've been keeping 
tabs on you," said Satan, hurriedly 
running over several of the volumes. 
"Great guns, look at the amount of stuff 
you've managed to smash up for a lot of 
innocent folks who never (lid vou anv 

harm! Think of the oodles of 
road has had to pay out on 
of vou. Whv in the world 
do it?" 

coin the 


did vou 



|{ I ( 



*'I suppose I was rather careless, sir," 
faltered the spirit. 

''Great Scott, I should say you were," 
said Satan. ''Well, go on. Anything 

"And when I was grouchy and out-of- 
sorts I suppose I rather took it out on the 
stuff I handled." 

"And am I to understand that you had 
nothing against the people to whom this 
stuff belonged?" inquired Satan. 

"Even so," answered the spirit. 

"So, then, you 

ment in the Brimstone City over the 
change of administration. 

Moral: Handle Packages as if 
They Were Your Own. 

The Prize Winner 

F. SHORT, the winner of the 
second monthly prize in the short 
story competition, is employed 
as a correspondent in the freight 
claim department. He is a native of 

Baltimore and 

simply man- 
handled all these 
goods and broke 
them up out of 
pure low-down 
cussedness, be- 
cause you didn't 
give a durn, and 
the road had to 
pay for them?" 

"That;s the 
case, "replied the 

Great gloom 
was depicted on 
the countenance 
of His Satanic 

"Alas, alas," 
he sighed, "this 
spells my finish. 
When I signed 
the contract for 
this job, it was 
agreed that if I 
ever met a man 
meaner than my- 
self I should 
abdicate in his 

Wearily he un- 
fastened his as- 
bestos cloak, took off his glowing crown, 
and handed them, with his red-hot sceptre, 
to the astonished spirit of the railroad 

"The job is yours," he said. "Thank 
badness, I leave the joint in good 
hands. As a first class devil, a fellow 
of your disposition has me beaten to a 

And behold, there was great excite- 

e. f. short 

isn't a Firebug — but he's a bug on Fires 

was educated in 
the schools of 
that city. After 
being graduated 
he entered the 
office of a promi- 
nent attorney, 
with the purpose 
of studying law. 
After a time, 
however, failing 
eyesight com- 
pelled him to 
give up this plan 
and to seek out- 
door employ- 
ment. This 
change had the 
desired effect 
and in Septem- 
ber, 1910, his 
condition had 
improved suffi- 
ciently for him 
to enter the ser- 
vice of our 
Company. He 
remained with us 
for only a year, 
but re-entered 
the service in 
September, 1914, 
and has been employed in his present 
position since that time. 

Mr. Short has two hobbies — fires and 
railroading. His father is a fire captain 
in Baltimore and Short, Jr., is a sort of 
honorary member of the department. 
The picture on this page was taken on a 
Baltimore fire boat. He has been the 
Baltimore correspondent for Fire and 
Water Etvjineering and for the Fire- 



man's Herald. Not lon^ ago he won 
first prizo in a competition eondueted by 
Safety Engineering with an essay on 
fire prevention, and has proniiscnl us an 
article on our road's methods of fire \)yv- 

Raih"oa(Hnj2; interests Mr. Short quite 
as much as does fire fighting. He spends 
nnich of his spare time in our yards and 
on the right-of-way, learning, from close 
observation, the various branches of rail- 
road work. 

Tliat this 3^oung man has kcn^n powers 
of observation, a powerful imagina- 
tion, a strong sense of humor and. withal 
is a ''live wire" railroader, is proved by 
his prize winning story. Men of his 
stamp have a l^right future before them 
in railroad work and are a real asset to 
the Baltimore and Ohio. 

Mr. Short asks us to make it clear to 
the readers of the Maga/.ine that his 
fondness for fires had nothing to do with 
the selection of a setting for his story. 

**No Flies In Us,'* say Baltimore 
and Ohio Dining Cars 

his encouraging and stimulating letter 
to his mcMi will bring al)()ut a comi)lete 
elimination of this nuisance. 

What One Reader Thinks 

EV. BAUGH, superintendent din- 
ing cars, is conducting a little war- 
fare this side of the border on 
his own account. His enemies 
are the millions of flies which are at- 
tracted by the good things to eat in 
our popular dining cars. On July 7 
he sent a special letter to all of his stew- 
ards, requesting them to mobilize their 
equipment of fly swatters and to enter 
into a vigorous campaign for the elimina- 
tion of these pests which try to disturb 
the peace and comfort of our passengers. 
There is nothing which makes eating 
so uncomfortable as the presence of tlu^ 
buzzing, sticky, curious and ubiquitous 
fly. It would not be in good taste to 
mention his habits in this article — they 
are well enough known to inspire our 
dining car stewards and waiters to an 
aggressive warfare against them. The 
high standard of the meals on our dining 
cars is well known. It is much too good 
to be jeopardized. 

Mr. Baugh says that he has very few 
complaints on this score and we hope that 

S')ME magazines have a regular 
depaitment with a title \'\kv 
"l^rickl)ats and Boquets," and 
there the favorable and unfavor- 
able opinions of their readers are given. 
It is a long time since we have passed on 
to our readers a bouquet from one who 
seems particularly appreciative, and who 
is very apparently a careful reader of the 
Magazine. So we feel that without 
apology we can quote h(*re some excerpts 
from a letter received from P. M. Pen- 
nington, crossing watchman at Cum- 

''Dear Mr. Ediior. 

''My daughter Esther is head over 
heels in the copy of the May issue of th(^ 
Magazine, which just reached us. She 
often asks me if the Magazine has come. 
It gives both of us ideas as expressed 
by those higher up in the service, and 
should inspire all of us to give, if pos- 
sible, better attention to our duty — as 
King Lear told Kent: 'Put feeling in 
thy service.' 

"I hope all the employes enjoy th(» 
Magazine as much as I do, and particu- 
larly hope that they noted the Ten Com- 
mandents on Safety First appearing on 
page 40 of the May issue. More espe- 
cially would I direct their attention to 
the second commandment: 'Thou shalt 
have no other thoughts than thy work.' 
Was it not president Willard who said, 
at one of the Deer Park meetings, ' Kail- 
roads cannot be run on excus(^s — efficient 
service must be had by making the best 
of all material at hand.' 

"That 'got my goat,' for I had been 
plagueing my section foreman to give me 
a new ])room. 

"The poem 'The Old Main Line' went 
right to my heart. The picture is a 
treasure. It rests my eyes to look at it 
and I hope to have it framed. 

''I also liked the picture of Mr. Byrne, 
the gardener, and feel like taking my hat 
off to him. He looks like a noble hearted 



man, who seeks out the good things in 
Hfe. The beautiful, well-kept right-of- 
way along our tracks from Baltimore to 
Washington bear witness to his artistic 
skill. Was his ]:>icture taken -standing on 
the Relay j)latform?" 

Thank You,' Helps Make 
Friends,*' says One of 
Our Patrons 

By O. P. McCarty 
Passenger Traffic Manager 

SHORT time ago one of the 
prominent railroads issued a bul- 
letin addressed to the public, 
making the following inquiry: 
do our customers really think of 
How can we make them think 

us?" and 
better of us?" 

This action really conforms to the 
scheme inaugurated by the Baltimore and 
Ohio a great many years ago when it em- 
braced in its general folder a page asking 
suggestions from patrons. 

Among the replies received we quote 
the following from one of them: 

"That the railroads desire to give the 
best possible service is without question, 
and it is now as nearly perfect as humans 
can make it. But did it ever occur to 
you — the man higher up — that your vast 
system is something which the everydaj^ 
man or woman can't grasp? Do you 
realize that the average employe on 
your pay roll from the agent of 3'our city 
office to the smallest town man is a prince 
in his small territory? The fact that he 
is a part of the vast organization makes 
him feel his importance. Sometimes he 
condescends to serve the public. 

"Average men and women ride on 
your trains but a few times during a 
year, and a journey to a nearby town is 
something of an event in their lives, and 
at this sudden change in their way of 
living they become excited. The train 
will not wait — what time does it go — is 
it late — what time does it get there — who 
will meet them — all these things occur to 
them. If you do not believe this is true, 
go to some country station and see. 

"Now what do you do to make these 
people feel that you want them to ride on 
your trains; that you will care for them 
and protect them? 

" One day this week I saw a little white- 
haired lady slide up to a ticket window 
in a timid way with fear on every feature. 
She wanted to buy a ticket to a distant 
town — she got the ticket, for she had 
money to pay for it — but it was all she 
did get. She left without a single word 
of assurance or thanks. 

"I have purchased many rides over 
your lines, extra-fare trains and locals, 
but in all my experience I have never 
heard a simple — 'thank you!' 

"Don't you think it would help a lot 
if you could educate your men to be 
more human? You have something to 
sell to the public; make it desirable to 
buy and say 'thank you!' When we ride 
on your trains we want to feel that you 
want us there. Kid us along — we Hke it." 

This is not intended as a criticism, but 
a suggestion, which, if carried out, will 
make friends for the road and increase 
our lousiness. Employes should bear in 
mind that the passenger is our guest, and 
that so far as the interest of the Com- 
pany is concerned, the passenger is 
always right. 

Superintendents, Baseball Managers, Baseball Teams and 
Others — Attention ! 

^ It is desired to use the baseball teams on each Division as a nucleus for 
Divisional Athletic and Fellowship Clubs— in order that a System Athletic and 
Fellowship Organization may be developed. 

^ Please give this your earnest thought, inspiration and aid, in the interests 
of Welfare of Baltimore and Ohio Employes. Write Dr. E. M. Parlett, Chief 
of Welfare Bureau, of the developments along this line. 

— .f 

Training the Inspection Forces of the 
Timber Preservation Department 

By Charles C. Schnatterbeck 

Secretary to Superintendent Timber Preservation 



X line with the Company's policy 
of inaugurating methods of great- 
er efficiency and economy in 
railroad work, F. J. Angier, 
superintendent of timber preservation, 
has adopted the idea of holding periodical 
meetings of the tie and lumber inspectors 
of his department. Mr. Angier's objects 
are, first, to bring about harmonious 
relations between inspectors and pro- 
ducers by the proper and diplomatic 
interpretation of specifications, and sec- 
ondly, to emphasize the need of prompt- 
ness in the execution of orders. 

Ties and lumber constitute the second 
largest material cost of the railroad. 
This fact, coupled with the legislative 
accusation that the railroads could save 
large sums by minimizing the waste in 
carrying on their national service, adds 
especial interest to the new policj^ of 
tie and lumber inspection which has 
been adopted by the Baltimore and Ohio 

A railroad is rim on dollars and sense — 
and sense makes dollars. 

To bring about the desired results 
from inspection work of any kind requires 
both the intuition necessary to correctly 
judge human nature, and the ability to 
develop the skill and wisdom which are 
the qualifications of a good inspector. 
It is also necessary to so distribute the 
inspection forces that the loss of time in 
traveling, and the delays at points of 
inspection (due principally to violations 
of the railroad's specifications) are min- 

imized. In this effort the timber pre- 
servation department is being assisted, 
through the lumber agent, by the pur- 
chasing department. 

On April 8 the second ' 'get-togethers- 
meeting of the tie inspectors and the 
first meeting of the lumber inspectors 
were jointly held at the Green Spring 
timber treating plant. Especial atten- 
tion was given to the proper interpreta- 
tion of the new specifications, which 
have been prepared since the first of the 
3'ear, and which have already remedied 
certain faults. 

At this meeting the tie inspectors were 
cautioned to use good judgment in inter- 
preting the new specifications, and to 
be diplomatic in their effort to raise the 
standard of the cross ties piux'hased by 
the Railroad Company. Insjxn'tors must 
use discretion in dealing with timber 
producers that have the option of dealing 
with a competitive railroad. It is a 
poor business policy to sacrifice the 
friendship of a producer by refusing to 
arbitrate a dispute, even though the 
producer may be in the wrong. Better, 
when the stake is small, use persuasion 
and kindly criticism to appeal to the 
reason of the producer, rather than stand 
your ground stubbornly. In.spectors 
should develop ''horse sense," for a- 
diplomatic argument will often win 
wh(»re a})use of power will leave a wound 
that may never heal. Successful inspec- 
tors have learned by experience that it 
sometimes pays to be wrong, provided, 




of course, that the wrong may eventually 
be turned to advantage. , Friendship 
is a valuable asset, and no one knows 
this better than successful railroad 

Inspectors were instructed to keep in 
the good graces of producers by showing 
them how to pile ties by resting the sill 
ties on stones or other material to 
faciUtate inspection, and to emphasize 
the necessity of barking and peeling the 
ties intended for treatment. When pro- 
ducers mix two or three classes of ties in 
the same pile, to the extent of not more 
than 10 per cent., the ties can be inspec- 
ted. But when the proportion of mixed 
ties is larger than 10 per cent, the inspec- 
tors were instructed to notify producers 
to repile their ties. In cases where less 
than 10 per cent, of the ties mixed are 
red oak or white oak, their ends should })e 
marked with vellow keel, with the k'tters 
''R 0" for red oak, and "W 0" for 
white oak, but inspectors are not to brand 
them. Where there are, for instance, 
five white oak ties mixed with red oak 
in a pile, all of the red oak should be 
branded, and the five white oak not 
branded but marked "W 0" with 
yellow keel. Inspectors will then advise 
the producer to pile the ties properly for 
another inspection. As a precaution 
against these ties being used before 
inspection the maintenance of way 
department has been instructed to have 
its men leave these ties marked with 
keel in place, until they are finally in- 

Inspectors will also notify producers 
to repile ties of 8 and 83^ foot lengths 
that are mixed in the same pile. 

The proper branding of ties is an im- 
portant feature of the inspector's work. 
In order to facilitate the branding of ties, 
an improvement has been made in the 
hammer used. The latest improved ham- 
mer is made of the finest tool steel, and 
is somewhat lighter in weight than the 
old style hammer. A skilled inspector 
can brand from 2,500 to 3,000 ties in a 
ten-hour day. The highest monthly 
record for an inspector since the inspec- 
tion force was transferred to the timber 
preservation department (May 1, 1915), 
is 68,851 ties, or an average of 2,648 ties 

per day. There is a knack in wielding 
the branding hanmier. The weight of a 
tie inspector's hammer is two pounds, 
and when we consider the number of 
strokes he makes daily it is surprising 
that his muscular development is not 
more noticeable. As a rule, tie inspec- 
tors are of average weight, have a good 
grip, hard muscles, and live as sanely 
as do most road men who use their brains 
as much as they do their muscles. The 
successful inspector has a good dispo- 
sition, and has learned the wisdom of 
silence when executing orders. In short, 
he has had what might almost be termed 
"military training." 

At the Green Spring meeting some 
attention was given to the preparation of 
reports, and to the keeping of permanent 
records of the work done by inspectors. 
A weakness discovered in some of the 
inspectors is the practice of correcting 
errors in written reports by writing over 
these errors (especially figures) instead 
of erasing the figures made in error. 
This causes confusion in reading the 
reports, and as settlement with producers 
is made on the basis of these tie slips, 
inspectors were cautioned to be more 
careful in their preparation. 

The tie inspectors were also instructed, 
when taking up ties for the C'incinnati, 
Hamilton and Dayton or the Baltimore 
and Ohio Southwestern, to state that 
fact on the tie slips and also to give the 
Purchasing Agent's order number, so 
that proper identification can be made. 
It is also considered advisable for inspec- 
tors to show on their reports the operating 
division on which ties are taken up, and 
to mention the name of the railroad when 
ties are inspected in foreign territory. 

To facilitate the accounting work in 
connection with the inspection of ties or 
lumber, the inspectors were advised to be 
prompt in mailing their reports to the 
Baltimore office. 

Much interest was shown in the an- 
nouncement that an innovation had been 
made by the Baltimore and Ohio Rail- 
road by the issuance of a general circular 
of instructions for the use of cross ties. 
The essential feature of this new idea is 
to bring about greater economy in the 
use of cross ties, by defining the most 



economic tic for every condition of track 
and traffic, and to assist in the most 
economical distribution of ties. The 
(hstribution of ties over our road is 
determined ])y the annual consumption, 
the present and prospective supply, the 
relative quality of the same class of ties 
g;rown in different districts, and the 
mininunn haul. Our System annually 
uses about 2,000,000 ties, of which about 
one-third are treated at the Green Spring 

A new branch of the Timber Preserva- 
tion Department is the inspection of 
lumber, which is in charge of C. R. 
Neighborgall, general lumber inspector. 
William Battenhouse has been appointed 
supervisor of maintenance of way and 
equipment lumber. The latter position 
is a new one, and Mr. Battenhouse's 
duties will be to look after all lumber 
used on the railroad, eliminate obsolete 
material, instruct all concerned in the 
proper piling and care of lumber, to 
prevent its deterioration, and to suggest 
the substitution of the cheaper grades of 
lumber for the more expensive kinds 
when it can be done to advantage. 

The problem of handling switch ties 
also received attention at the Green 
Spring meeting, and the inspectors were 
told of the value of the information con- 
tained in the new circular of instructions 
for renewing and handling switch ties 
which has recently been issued jointly by 
the operating and purchasing depart- 
ments. Here is another direction in 
which economy can be practised to the 
advantage of the Company, and it was 
suggested by the superintendent of tim- 
ber preservation that for the untreated 
white oak switch ties which have been 
used exclusively heretofore may be sub- 
stituted the treated, cheaper red oak 
switch tie. The supply of white oak is 
rapidly decreasing and the price advanc- 
ing, which suggests that eventualh' other 
woods will have to be substituted for 
white oak switch ties. 

Among those present at the meeting 
were: superintendent of timber preserva- 
tion, F. J. Angier; supervisor of plants, 
C. W. Lane; general foreman treating 
plant, E. E. Alexander; supervisor main- 
tenance of way and equipment lumber, 

William Battenhouse; general lumber 
inspector, (\ U. Neigliborgall; general 
tie inspector, J. W. Rowland; assistant 
general tie inspector, H. L. Meese; tie 
inspectors, C M. Brown, F. L. Byrne, 
T. H. Garroll, J. C. Govne, T. E. Crofton, 
L. R. Doll, J. A. Gordon, J. J. Greer, 
M. H. Keller, C. R. Lattimore, H. Mc- 
Namee, D. M. Nolin, W. D. Prince, 
J. M. K. Reid, P. F. Tierney, H. (\ Weir 
and C. H. Woodyard; chief clerk timber 
preservation department, H.A.Addison; 
assistant efheiency engineer, J. W. Fow- 
ler, ami G. C. Bauer, stenograi:)her to 
superintendent of timber preservation. 

Henry D. Sheean Appointed General 

Attorney of the Baltimore and 

Ohio Chicago Terminal 

HENRY D. SHEEAN has been 
appointed general attorney of the 
Baltimore and Ohio Chicago 
Terminal Railroad Company, suc- 
ceeding the late Jesse B. Barton. 

]\Ir. Sheean is a graduate of the 
l^niversity of Illinois, class of 1899, and 
studied law in his father's office in Galena, 
Illinois. He was admitted to the bar 
in 1902, and engaged in the general 
practice of law at Galena until 1910, 
when he came to Chicago and became^ 
affiliated with the law firm of Calhoun, 
Lvford and Sheean. 

Recent Promotions 

B. BURGESS has been promoted 

to assistant superintendent of th(* 

Baltimore and Ohio lines at 

Cleveland, Ohio. He was for- 

trainmaster of the Chicago division 


at Garrett, Ind. 

\. SMITH has been appointed 
assistant su]KM'int(Mi(lent of the 
Baltimore and Ohio lines at New 
Castle Junction, Pa., having been 
promoted from district engineer of mahi- 
tenance of way of the Wheeling district. 



GT. INGOLD has been appointed 
storekeeper of the BaUimore and 
Ohio Hnes at New Castle Junc- 
tion, Pa. He was formerly con- 
nected with the storekeeper's department 
at Pittsburgh. 



F. HANLY, assistant engineer 
in the maintenance of way de- 
partment at Baltimore, has been 
promoted to division engineer at 

|YMAN H. CAMPBELL has hoen 

promoted from a position in the 
^^^ operating department at Balti- 

more to trainmaster of the 
Chicago Division, at Garrett, Ind., suc- 
ceeding T. B. Burgess, who becomes 
assistant superintendent at Cleveland. 


Mr. Campbell is perhaps the young- 
est man appointed to so important an 
office by an American railroad. He was 
born at Cincinnati, February, 1892, and 
although only twenty-four years old, 

now has charge of the emploj^es in train 
service on our busy main line district 
between Garrett, Ind., and Chicago. 
His promotion is a vindication of the 
Company's policy of fitting its men for 
promotion l)y training them in the 
diversified branches of the service. 

He was graduated from Yale Univer- 
sity in 1913, where during his course he 
was in the Sheffield Scientific School. 
He also spent two vacations with engi- 
neering corps, which experience so 
equipped him that he won high credits 
in the Massachusetts Institute of Tech- 
nology during his course in that institu- 
tion from September to December, 1913. 

Coming with us on January 1, 1914, 
Mr. Campbell started out with a deter- 
mination to fit himself for promotion 
by studying railroad and business con- 
ditions in the territories served by the 
Company. His first employment was 
as a clerk and later he worked as a 
locomotive fireman in the freight yards 
and rode trains over the road to study 
methods of efficiency in the handling of 
tonnage. He specialized at the same 
time in engineering administration, ad- 
vertising and the solicitation of passenger 
and freight traffic. 

Valuation Department 

FFECTIVE June 1, H. B. Dick 
was appointed district valuation 
engineer, with jurisdiction over 
the Baltimore and Ohio South- 
western Railroad and the Cincinnati, 
Hamilton and Dayton Railway. 

Effective July 1, C. F. Bennett was 
appointed cost engineer for the valuation 
department of the Baltimore and Ohio 
System. Mr. Bennett comes to the Balti- 
more and Ohio Railroad well qualified to 
fill this position. He has been success- 
ively assistant and office engineer of the 
Lehigh Valley Railroad, assistant office 
engineer and special engineer in the valu- 
ation work of the Canadian Pacific Rail- 
road, office engineer of the Mississippi 
River & Bonne Terre Railroad, until he 
became valuation engineer of the Chicago 
& Western Indiana Railroad, which posi- 
tion he is leaving to come with us. 

Baltimore and Ohio Does Great Work 
During Troop Mobilization 

Tradition of Being Patriotic Public Servant Splendidly 
Sustained — Militia Officers Commend Service 

DiURING the recent crisis in our 
foreign affairs with the harrassed 
^^ repiihhc on our south, the end 
^^J of which no man yet knows, the 
Bahiniore and Ohio maintained its splen- 
did tradition of being; a strong right 
arm of the Government. 

Starting with the splendid demon- 
stration which was given at the beginning 
of the first day's session of the Deer Park 
convention on June 23 and 24, and con- 
tinuing until the present time, every 
employe seems to have been trying 
sincerely to aid in every way possible the 
efforts of the Government to put our 
southern border in the condition of pre- 
paredness warranted by the situation 

There is told at some length in this 
issue, in the article on the Deer Park 
meeting, how vice-president Thompson 
opened the first session by speaking of 
the possible conflict with Mexico and 
asking that every man present pledge 
his unqualified support to the Govern- 
ment, how his request was received with 
acclamations of approval and how a com- 
mittee was appointed to telegraph Pres- 
ident Wilson in Washington that the 
Baltimore and Ohio was solidly Ix^hind 
him in the crisis. It tells further how 
president Willard, on the second day of 
the convention, aroused our officials to 
great enthusiasm when he closed his 
memorable address with a proclamation 
that nothing or nobody, except the 
President of the United States, should 
have precedence on our railroad over 
munitions, supplies and troop trains 
needed in the national emergency. 

Gratifying as were these inspiring 
words at the meeting, they would have 
availed nothing without the practical 
measures which were immediately taken 
to carry them into effect. The importance 
with which our management treated 
this matter at the outset may be 
judged from the fact that F. G. Hoskins, 
superintendent of the Ohio River Divi- 
sion, was detached from work in his 
territory and given headquarters at Lau- 
rel, the mobilization point of the Mary- 
land National Guard, so that he could 
be on the ground and availal^le to advise 
and consult with the officers of the guard 
and the railroad. And wherever con- 
siderable numbers of troops gathered on 
our lines, there competent officials were 
detached from their regular duties to 
concentrate on the troop movement. 

On June 27, third vice-president 
Thompson issued a circular which was 
practically an order and from which are 
quoted the following excerpts to show 
how very completely our management 
subordinated the regular business of the 
railroad to the efficient movement of 
GovernuKMit troops and supplies over our 

'*A full realization of the magnitude of 
the present crisis which confronts our 
country impels every citizen to render 
what assistance he can, and the railroads 
especially to respond to the fullest ex- 
tent in meeting the requirements of the 
Government in the handling of troops, 
ec^uipment and supplies. 

"Transportation is an essential feature^ 
and must be conducted with uniform and 
systematic methods. All the require- 



I^ft: A. Hunter Boyd, Jr., 
General Attorney, Second LiMi- 
tenant of Battery A, National 
Guard, Maryland. Right: How- 
.\RD S. Greene, Clerk, Advertis- 
ing Department, General Passen- 
ger Agent's Office, Cincinnati, a 
member of Troop C, Ohio National 

Center: Brigadier-Genera! 
G.viTHER, in command of the Mary- 
land National Guard, talkint; with 
J. S. MURR.A.Y, A.ssi.stant to President. 
Left : Joseph Chambers, CK-rk, 
Maintenance of Way Department, 
New Castle Division, Fir.^t Lieu- 
tenant, Troop F, National Guard of 
Pennsylvania. Right: Herbert 
Stitt, Artist of B.\lti.more .\nd Ohio 
E.MPLOYES Magazine, a member of 
Troop A of Baltimore, just befjrc 
entraining at Laurel, Md., for Fiagle, Texas. 




ments of safety, dispatch, comfort and 
convenience must be observed with the 
exercise of extreme care to insure that 
the facihties are available and sufficientl}^ 
protected to prevent interruptions or 
interference to Government movements. 

'^ In the movement of troops, the wishes 
of the Government officers will receive 
preference over all other matters. This 
rule will be equally applicable to supplies; 
in other words, other railroad operations 
will, when required, be subordinated en- 
tirely to the transportation of troops, 
equipment and supplies. 

''Safety regulations will be recog- 
nized in every detail involving such move- 
ments, with careful attention to suitable 
speed limits and restrictions in accord- 
ance with conditions, especially over 
bridges, through tunnels, on grades, etc. 

"Following the extreme precautions as 
to Safety, the comfort and convenience 
of the men will receive attention. Care- 
ful inspection of the cars in every detail 
should be made at each terminal, as well 
as such interior cleaning as may be nec- 
essary. Suitable water for drinking 
purposes, with plenty of ice, should be 

''The physical condition of equipment, 
tracks and structures employed for such 
service should receive constant attention. 
The necessity of continuous alertness is 
apparent, especially as to the longer 
bridges or other facilities of more than 
ordinary importance. In the event that 
defective conditions develop, they must 
be immediately corrected by whatever 
may be the best arrangement. 

"The unusual thing will be necessary 
under the circumstances. The main line 
divisions, Philadelphia to Chicago and 
St. Louis, will arrange for Relief Train 
Equipment to be in readiness for instant 
dispatch, if needed; extra locomotives 
will be stationed at terminals prepared 
for service at once to handle a train from 
the terminal or rush to the aid of some 
train on line in the event assistance can- 
not be secured more promptly. A divi- 
sion officer is to accompany Government 
trains and see that emergencies are tak(Mi 
care of. Also have ('a])able car rei)airmen 
ride trains to detect and remedy defects, 
should they develop. 

"It is desired to i)rovi(le e(iuipment of 
steel or steel underframe construction and 
in every respect meet the orders of the 
Government, even to the extent of with- 
drawing such cars from regular service. 
If necessary aimul schedule trains, and 
also use locomotives from passenger 
trains if needed to assist or mov(; troop 
or supply trains, and as circumstances 
warrant, such trains are to receive pref- 
erence over all other traffic, including 
fast passenger service. 

"Those who have not been called upon 
or are unable to respond in performing 
active service for their country can tender 
the best of their efforts to such part of the 
requirements in which they may partici- 
pate, and so far as they can, make the 
sacrifices for those in actual service as 
easy as possible, and extend every human 
element in a touch of kindness and admi- 
ration for others." 

Immediately following the issuing of 
this order, passenger traffic manager 
McCarty had posted on all of our bulletin 
boards, and wherever passengers could 
see them, notices, the purport of which 
was somewhat similar to that outlined 
in the operating department bulletin 
above described. It concluded "We 
trust our passengers will accept these 
conditions in a patriotic spirit, and put up 
with temporary inconvenience where the 
exigencies of the military movements 
render it necessary. " 

Every department and division affec- 
ted seemed to take the importance of the 
sul)ject to heart and to cooperate to the 
fullest extent. During the height of the 
movement the officers of the Baltimore 
Division particularly were working day 
and night to see that the very best service 
possible was given to the National CJuard 
and to the transportation of their equip- 

Special instructions were issucul by tlu^ 
police department to their uum on all 
divisions affected, requesting thcMU to see 
not only that their functions on th(» rail- 
road were particularly well handled 
while tlu^ troops were being carried, but 
that also sjxM'ial p(M-sonal consideration 
and care be given these movements. We 
do not know just what the result of such 
personal appeals has been. But we do 




know that Baltimore and Ohio employes 
in many places and in many capacities 
have carried out to the fullest the fine 
spirit manifested in these bulletins and 

For instance; following the injunction 
of the president at Deer Park that the 
comfort of the troops should be highly 
considered, we know of a numl)er of 
young men who bought and distributed 
sandwiches and cigarettes at their own 
expense to members of the National 
Guard as they were going though Balti- 
more. They appreciated the truth of the 
dictum of the president, namely, that the 
boys in khaki were following the colors 
at the call of the Government, that they 
were going to the front so that we would 
not have to go ; but that right here in our 
own business we had most important 
duties to perform for them and that we, 
too, could follow the colors in the same 
manner in which they were by handling 
these duties in the spirit of patriotism 
and devotion. 

All the sacrifices that have been cheer- 
fully made by our employes will probably 

never be known. But that a good many 
of our men often worked "around the 
clock, " that other special movements of 
trains were annulled, that regular equip- 
ment was drawn upon and that the very 
best cars that we could muster were 
given to the moving of the boys to 
Mexico, is very apparent to those who 
have been in touch with the situation. 
We understand that every car bearing the 
name of the Baltimore and Ohio which 
was used for the troops was either all- 
steel or steel underframe. The safety of 
the men on their way to the front at the 
call of the nation was the most important 
thing we had to provide for during the 
mobilization call. 

Perhaps the finest illustration of the 
patriotic and gtenerous spirit of our 
management and directors, however, 
was given in the resolution passed at the 
Board of Directors' meeting of June 28. 
It was as follows: 

"Resolved, by the President and Direc- 
tors of The Baltimore and Ohio Railroad 
Company, that the officers and employes 
of the Company who have entered the 



service of the Government because of 
their membership in reguhir miUtia organ- 
izations prior to Jmie 18, 1916, l)e granted 
furloughs and when honorably relieved 
from their military duties be reinstated in 
the service wherever possible, and until 
further action of the Board that such offi- 
cers and employes shall receive a monthly 
payment ecjual to the compensation they 
would receive had they continued in the 
performance of their duties with the 
railroad company. 

''Resolved, that such officers and em- 
ployes members of the Relief Department 
may continue their natural death bene- 
fits without the payment of extra pre- 
miums or other restrictions." 

Prior to the publication of this action 
on the part of the Board, several other 
railroads had come before the people 
offering attractive and generous guar- 
antees to their men who had been called 
with the Guard. But so far as we have 

been able to learn, no railroad insured its 
employes in the National Guard so com- 
pletely against financial loss as did our 
own. This is a mommH^nt to the fine 
spirit of our ofiicials and directors and 
will be a particularly bright spot in 
Baltimore and Ohio history. 

In every possible way, therefore, our 
railroad supported the Government in 
its crisis. We went on record at the out- 
set as pledged to every sacrifice neces- 
sary to handle efficiently the work given 
us to do. We showed, officers and men 
alike, a real spirit of loyalty and patriot- 
ism. And, best of all, we performed the 
task given us on time, safely and gener- 
ally in such a manner as to elicit high 
praise from the Government. 

During the mobilization and up to 
this writing we have transported 7,200 
officers and men in twenty-three 
special troop trains composed of 344 




Pullman equipment affording com- 
fortable sleeping accomnlodations for the 
soldiers was provided, and the trains 
were all handled in accordance with 
schedules planned for the comfort of the 
guardsmen and without a mishap from 
any cause. 

The troops handled included the Mary- 
land Brigade, composed of the First, 
Fourth and Fifth Regiments, Troop A 
and the Hospital and Ambulance Corps; 
the Engineering Corps, Infantry and 
Cavalry of the Pennsylvania National 
Guard and a New York Signal Corps 

The trains went to Louisville and St. 
Louis, and were delivered to Southwest 
roads for movement to the border. The 
report shows that every train was han- 
dled as a separate unit and footnotes 
explanatory of the movements indicate 
that stops were made to permit the 
soldiers to bathe and to secure fresh 
water and supplies en route, in accordance 
with the instructions given by president 
Willard at the Deer Park staff meeting 
that the soldiers were to receive every 

<\ In order that all who contributed 
towards making the journey of the Mary- 



land soldiers a comfortable one may 
realize that their efforts were appre- 
ciated by those upon whom they were 
conferred, the management has requested 
that two of the complimentary letters 
received from those in command of the 
militia be published. The following from 
Brigadier General Charles D. Gaither to 
president Willard will be a source of 
great gratification and pride to every 
Baltimore and Ohio man who reads it. 
Mr. Daniel^Willard, President, 

Baltimore and Ohio Railroad, 
Baltimore, Md. 
My Dear Mr. Willard: 

I cannot leave the State without expressing 
to you, and through you, to all the other offi- 
cials of the Baltimore and Ohio Railroad the 
thanks of the officers and men of the Maryland 
Brigade for the interest that each and everyone 
of you has shown in giving to the Brigade the 
begt of accommodation and service. 

Your action and that of your subordinates 
has made the journey to Texas a most pleasant 
one and has heartened and strengthened every 
man to do his duty with credit to the State. 

With kindest regards and assuring you again 
that we deeply appreciate everything that has 
been done for us, I am. 

Yours respectfully, 

(Signed) Charles D. Gaither, 
Brigadier General. 

Commanding 1st Brigade, M. N. G. 


Another letter of similar tenor was 
sent to president Willard by Col. C. A. 
Little, commanding; the First Maryland 
Regiment at Camp Ord, Eagle Pass, 
Texas, and says in jxirt : 

"Every comfort was provided for, and 
your employes seemed to be on constant 
watch for the purpose of anticipating 
anything we might desire. I did not 
hear a single complaint from any officer 
or man during the entire trip. Your 
Company cannot take part in actual 
warfare, but you certainly have done 
your share in the excellent manner in 
which you have sent to the front those 
who are read}^ and willing to fight for 
their country, if necessary. We also 
desire to express through you our ap- 
preciation of the kindness, courtesy and 
attention shown us by the officers and 
emploj'es of the connecting lines over 
which we passed on our trip.'' 

Certainly it is a great pleasure to learn 
that, as ]\Ir. Willard expressed it, ''the 
Company's aim to be an efficient aid to 
the Government in this emergency and 
serve the countr}' as earnestly as it did 
in the days of '61," was so highly 


Safety Rally at Newark Largest 
and Most Successful Yet Held 

r"^\VELYE hundred and thirty-five 
I emploj'es of the Xcwai'k Division 

S^l gathered in the auditorium of the 
-==» Girls' High School in Newark, 
Ohio, for the Safet}- First rally, on June 
10. Superintendent Stevens, who is an 
enthusiastic supporter of the Safety and 
Welfare campaign and an active worker 
in its behalf, had made arrangements so 
that as many employes as possible could 
come in from outlying towns for the rally. 
The meeting was opened at 7.30 and 
brief addresses were made b}^ superin- 
tendent Stevens and John T. Broderick, 
supervisor of special bureaus, in charge of 
Safety and Welfare. An orchestra fur- 
nished the musical part of the program, 
which, in its entiret}', was received enthu- 
siasticalh' by those present. Especially 
effective was the motion picture "The 
House That Jack Built, " which is now be- 
ing shown at various points on the System. 
]\Ir. Broderick advises that this was a 
record meeting in more than one respect. 
It was attended by more employes than 
have ever gathered before to see this 
picture and by their enthusiasm and 
interest, they showed their deep appre- 
ciation for the efforts which the Balti- 
more and Ohio is making to put before 
them in an appealing wa}' the cardinal 
principles of Safety First and Welfare. 
We are glad that this was a record meet- 
ing not only because it did so much good 
to those present, but also because it will 
l^robably be an incentive to other divi- 
sions to surpass it from the standpoint 
of enthusiasm and the number in attend- 

Live for Something 

Live for something, have a purpose, 

And that purpose keep in view ; 
Drifting like a helpless vessel, 

Thou canst ne'er to life be true. 
Half the wrecks that strew Life's ocean, 

If some star had been their guide. 
Might have long been riding safely, 

But they drifted with the tide. 

— Exchange. 


Signal Service 

A Humorous Conception of the Railroad Time-Table 
By Franklin P. Adams 

In " Tobogganing on Parnassus," published by 
Doubleday, Page & Co. 

Time-table! Terrible and hard 
To figure! At some station lonely 

We see this sign upon the card: 


We read thee wrong ; the untrained eye 

Does not see always with precision. 
The train we thought to travel by 


Again, undaunted, we look at 
The heiroglyphs, and as a rule a 

Small double dagger shows us that 


Again when we take a certain line 

On Tues., Wednes., Thurs., Fri., Sat., or Monday, 
We're certain to detect the sign: 


Heck Junction — here she comes! Fft! Whiz! 

A scurry — and the train has flitted! 
AE;ain we look. We find it, viz: 

Through heiroglyphic seas we wade — 

Print is so cold and so unfeeling. 
The train we wait at Neverglade 

Now hungrily the sheet we scan, 

Grimy with travel, thirsty, weary, 
And then — nothing is sadder than 

Yet, cursed as is every sign, 

The cussedest that we can quote is 
This treacherous and deadly line: 

* * 

* Train 20: Stops on signal only, 
t Runs only on North-west division. 

I Train does not stop at Ashtabula. 
§ $10 extra fare ex. Sunday. 

II Train does not stop where time omitted. 
^ Connects with C. & A. at Wheeling. 
f^" No diner on till after Erie. 

^*^ Subject to change without our notice. 

Prompt Reports by Employes Will Prevent 
Delays in Relief Department 

a HE administration of the affairs 
of the relief department does 
not consist of the simple act each 
month of receiving money from 
the Companj^ and from the members and 
of disbursing it in the payments of bene- 
fits to disabled members. The work 
involves many complex operations, re- 
quiring the services of professional men 
and skilled emploj^es, and the hearty 
cooperation of every member. 

It is the policy of the department to 
pay ever}' legitimate claim for disable- 
ment allowances as promptly as possible, 
and this object can be accomplished only 
when the member carefully and strictly 
observes the rules governing such pay- 
ments. Failure to observe these rules 
inevitably causes delays that are vex- 
atious to all concerned, and which subject 
the department to unjust and unmerited 

It is the duty of the member when 
disabled by sickness or injury, to im- 
mediately notify his employing officer 
that he wishes to be reported to the 
relief department, and it is the duty of 
this officer to issue at once the required 
notice of disability. This is the only 
way in which the medical examinc^r and 
the superintendent of the relief depart- 
ment can know of the disablement. So, 
of course, if no such report is made or 
issued the department cannot be charged 
with the delay in the payment of bene- 
fits. The failure of the medical examiner 
to visit a disabled employe is invariably 
due to the fact that the proper notice of 
the case was not received by him or l)v 
the superintendent of the relief depart- 
ment. In such cases it is the duty of the 
member to communicate at once with 
the medical examiner, and with his 

employing officer, to ascertain why his 
disablement was not reported. Failure 
to take this much personal interest in 
his own affairs is frequently the cause of 
harsh criticisms of the relief department, 
and involves much trouble in establish- 
ing the right to receive benefits. It 
cannot be too strongly emphasized that 
it is up to the memloer to see that his 
disal)ility is pi'omptly and properly 
reported, in the prescribed manner, to the 
medical examiner and to the superin- 
tendent of the relief department. It is, 
therefore, plain that the satisfactory oper- 
ation of the department depends, in a 
large measure, upon the personal interest 
of the members. 

Benefits can be paid only when proof 
of total disability is furnished to the 
relief department. This condition is 
prescribed in the department's regula- 
tions, and cannot be waived in any case. 
It is not sufficient for a member to merely 
file a claim for disablement allowance — 
he must submit satisfactory evidence in 
support of his claim. It is the duty of 
the medical examiner, when promptly 
and properly notified of the case, to 
examine the claimant, and to report his 
findings to the superintendent of the 
relief departnu^nt. The payment of al- 
lowances depends entirely upon the 
medical examiner's report and recom- 
mendation, and it is therefore absolutely 
necessary for the claimant to get in 
touch with him during the time of his 
disal)ility. If the nuMhcal examines does 
not have an op]-)ortunity to see the claim- 
ant he will require other satisfactory 
proof of total disability, and this, of 
course, involves the claimant in an 
expense that could have been avoided 
had he recognized the importance of 




seeing the medical examiner during 
his disal)lement. This is a very fre- 
quent cause of complaint against the 
(le})artment, and it is obvious that 
the member is entirely at fault because 
of failure to j)ersonally follow up his own 

The relief department aspires to be all 
that its name implies: a department of 
the Company's service which actually 
affords prompt and adequate relief to the 
employe whose wages are cut off when 
he is disabled by sickness or accident. To 
carry out its objects to the greatest 
benefit to the members it needs the 
hearty, sincere and cordial cooperation 
of everybody in the service. If it be 
borne in mind that there is never a single 
instance in which malice is permitted to 
interfere with the proper administration 
of the fund all differences between claim- 
ants and the representatives of the 
department can l)e adjusted by laying 
the case before the superintendent of the 

department. If it thereupon develops 
that the troublesome delay is due to the 
member's failure to observe some proper 
rule of which he should have full knowl- 
edge, he should be fair enough to admit 
his fault, and not blame the department, 
which has always been and is now rc^ady 
to carry out its obligations in every case 
that arises, when title to benefits is 

Relief Department Employes Wear 
Small American Flags 

In furtherance of the patriotic appeal 
of president Willard, at the recent Deer 
Park meeting, that every employe of 
the Company should follow the American 
flag in spirit, if not actually, during the 
continuance of the Mexican trouble, the 
superintendent of the relief department 
distributed small flags to all of the em- 
ployes of his department, with the 
request that they be worn. 

Eleventh Annual Convention of the 
Relief Department 

TjHE Relief Department held its 
I Eleventh Annual Convention at 
the Gait House, in Louisville, 
Ky., on June 22 and 23, 1916. 
The convention was called to order at 
10 o'clock on the morning of the first day 
by G. G. James, delegate, Philadelphia 
Division, who was chairman of the 1915 
convention held at Cleveland, Ohio, and 
temporary chairman of this convention. 
He appointed delegate T. M. Deegan, 
Monongah Division, as temporary vice- 
chairman, and delegate Joseph A. Burns, 
Baltimore Division, as temporary secre- 
tary. F. W. Tutt, Monongah Division, 
C. P. Kalbaugh, Cumberland Division, 
and T. B. Normoyle, New York Division, 
were appointed a committee on creden- 

The roll call showed that 101 of the 
102 delegates elected were present, which 
was considered a very fine showing. 

The temporary chairman appointed the 
following temporary tellers: M. J. Mor- 
gan, Baltimore Division, M. Barlow, 
Wheeling Division, and E. J. Stevens, 
Baltimore Division. 

Nominations were then declared open 
for officers of the convention, the elec- 
tion resulting as follows: G. G. James, 
Philadelphia Division, chairman; G. H. 
Moore, Indiana Division, vice-chairman; 
J. A. Burns, Baltimore Division, secre- 
tary. At the request of the latter for 
the help of an assistant secretary, R. C. 
Brown, of the Pittsburgh Division, was 
elected to fill this office. 

The chairman then appointed the fol- 
lowing on the committee on resolutions: 
Z. T. Brantner, Cumberland Division, 
chairman; W. I. Ghchler, Ohio Division. 
The third member of this committee, 
appointed by assistant chairman Moore, 
was R. F. Haney, Monongah Division. 


After nominations for the member of 
the operating committee to serve for a 
term of three years had been made and 
each one of the eight candichites had had 
an opportunity to speak on his nomina- 
tion, the morning session of the conven- 
tion was adjom-ned. 

When the members assembled for the 
afternoon session, ballots were imme- 
diately distributed and the voting re- 
sulted in the election of Stephen Johnson, 
of the Ohio River Division, as member of 
operating committee for a term of three 

G. G. James, the chairman, from the 
Philadelphia Division, and G. H. Moore, 
from the Indiana Division, were elected 
members of the advisory committee 
representing the conducting transporta- 
tion department for terms of three 

L. A. Gather, Monongah Division, was 

elected a member of the advisory com- 
mittee for the motive power department 
for a term of three years. 

After nominations for representative 
of the maintenance of way department 
had been made, the afternoon session 
was adjourned. 

At the outset of the morning's session 
on June 23, J. S. Price, of the Newark 
Division, was elected a member of the 
advisory committee representing the 
maintenance of way department for a 
term of three years. 

The committee on resolutions then 
made its report, which showed that a 
number of constructive suggestions had 
been made. The officers of the conven- 
tion were giving a rousing vote of thanks 
for their able handling of the meeting, 
and the management of the hotel and 
the city of Louisville for their courteous 
attention and hospitality. 

From a Photograph Taken by R. L. Cole Nearly Thirty Years Ago 

—Courtesy of " Col." W.U I'cach 



Baltimore and Ohio 
Employes Magazine 

Robert M. Van Sant, Editor 
Arthur W. Grahame, Associate Editor 
Herbert D. Stitt, Staff Artist 
George B. Lxjckey, Staff Photographer 

Wherein the Pacifists Err 

A GENTLEMAN who is at once 
perhaps the most successful man- 
ufacturer in America and one of 
the strongest opponents of mih- 
tary preparedness, pubhshes an admirable 
house organ. In the July number there 
is featured an editorial with which we are 
compelled to take issue. It begins: 

''And still the turmoil of fear and greed 
continues, through the ceaseless efforts of 
time-serving, selfish politicians, and the 
money-grasping nudvcrs of munitions of 
war, striving to push backward the 
progress of the ages. 

''And yet fartjier and still farther away 
fade the possibilities for war, to the 
people of these United States." 

The first of these statements is plain, 
downright foolishness. Who are the 
politicians who are trying to force us into* 
war? Colonel Roosevelt is the leader of 
those who believe in real preparedness, 
and even his most bitter political enemies 
would pause before accusing him of at- 
tempting to involve us in a war to 
further his political fortunes. And be- 
cause the munition manufacturers make 
their money by the manufacture of goods 
used in war it does not follow that they are 
anxious for war. In fact, most of the 
munition plants are located in a re- 
stricted area on the Atlantic seaboard, 
and should a foreign power land troops 
on our shores, this industry and the rail- 
roads would naturally be the first to 

The second statement is even more 
remarkable than the first. It is fair to 
assume that the editorial was written 
before June 18, when we were on the 
very verge of war with Mexico, and when, 
because our ridiculously small regular 
army was unable to perform its first and 
most important function, the proper 
protection of our borders, the President 
was forced to order the mobilization of 
the militia of the variou ^ states, thus 
taking away from the industries of the 
country men to do the work for which an 
adequate army of professional soldiers 
should be maintained. 

The almost complete failure of our 
militia system is shown in a report made 
a few days ago to the War Department, 
which states that of the 128,000 guards- 
men called for service in the Military 
Department of the East, only 46,000 are 
now on the border or on their way there, 
and that only 70,771 have been mustered 
into the Federal service. In spite of the 
keenest admiration for the militiamen 
who so cheerfully gave up their business 
inter(\sts and piu'sonal comfort to answer 
the call of duty, no one who visited one 
of the state mobilization camps can help 
but feel that in a time of real national 
need the militia would be but a weak 
staff to lean upon. 

To be sure, the Mexican question has 
again been "settled." But the border is, 
and for a long time will be, like a box of 
fire crackers — the smallest spark will 
start the tro(i]:)le, and then there will be 
a lot of popping })efore the excitement 
dies out. And this is but one of the 
possibilities of war that our anti-pre- 
paredness friends fee! so certain are fading 
away. There are many others. The 
German submarine question has also been 
"settled," but in a manner unsatisfactory 
to the people of both countries. It may 
be reopened at any time. The Monroe 
doctrine is a constant potential source of 
trouble with European nations. The 
Japanese, a strong, high spirited and 
warlike people, feel that we have dis- 
criminated against them and are de- 
termined, at the first favorable oppor- 
tunity, to force us to change our attitudes 
toward their people who have settled and 
want to settle in our country. The 


possiL»lo disintooration of China is another 
cloud on tho i)oHti('al hoi'izon, which will 
j>;i"ow lar^oi- and more thi'catcnin«z; wIumi 
tiic Groat War is over. 

No, the j)ossihilitics of war are not 
fadin*;- way. They arc increasing. Peace 
is not to he insured by continuing our 
policy of weakness. As Captain An- 
drews, in his "Fundamentals of Military 
Service," says, '' The military policy of tlu* 
United States has l)een best expressed in 
its monetary motto, 'In God We Trust.' 
And this with but scant recognition of its 
vital corollar}', that faith without works 
availeth not.'' No one wants war, but 
the surest way of preventing war is not 
by being so weak as to invite aggression, 
but by being so strong as to make it im- 
possible. The Great War has taught us 
that this strength is to be attained in but 
one way — not bv fine sounding words, 
but by a standing army strong enough to 
form a real first line of defense, backed 
up by universal military training of our 
young men and bj' real industrial pre- 

Not All Women Think So 

A GIRL friend of mine was recently 
trying to teach the beatitudes 
to the little girl children in her 
Sunday-school class. Everything 
went smoothly until they came to the 
"Blessed are the peacemakers, for theirs 
is the kingdom of Heaven." She had 
repeated it several times and the whole 
class had also responded to it in concert, 

peat it alone she repli(Ml: "RIcsscm! are 
the dressmakers, for tlieirs is the kingdom 
of Heaven." 


but when she asked one little girl to re- Monthly Bulletin. 

L'OYALTV ill a man is one of his 
most essential characteristics. 
Without it he is without iiow(m* 
to do work of the kind that 
counts. Let it be loyalty to some con- 
stant thing or person, it will serve its 

Loyalty has kept men at their tasks 
through countless ages. It is the beacon 
light that guides storm-tossed, tempta- 
tion-wracked human vessels over life's 
rough seas, twinkling ever just over the 
bow^ and offering a constant hope to 
the mariner. 

Give me the man who is loyal and you 
can have the man who is rich — perhai)s 
he was born so. Yes, and you can have 
the man who is called the Big Man of the 
world — do you know how many souls 
have been trampled under his feet in 
his wild rush glory ward? But the man 
who is loyal — he'll l)e with you when 
you're up and he'll be with you when 
you're down, because he has in him that 
which is infinitely finer than w(ndth or 
great glory. He has in him an apprecia- 
tion of the finer things of life — a regard 
for his fellowmen. Yes, find a man who 
is loyal and ninety-nine times out of a 
hundred I'll be al)le to show you a man 
who's fine, big-nunded, a live-and-let- 
live sort of fellow. — Fort Dodge Line 







Ill n I Willi I 111 II Ill I ■!! II II I i|i \ 

The office of the Employes Magazine is now 
in Mount Royal Station, Baltimore. Here- 
after please address all communications there 

,+ f 

Home Dressmaker's Corner 

A Princess Slip That Strikes A New Note in Lingerie Which 
Sheer Summer Frocks Make Necessary 

HE princess that can be slipped 
on over the head is new and will 
undoubtedly prove a great con- 
venience to the woman without 
a maid. This desio;n may be developed 
in lawn trimmed with tucks and bands of 
lace insertion. If drawn in above the 
waistline with beading and narrow satin 
ribl^on, it will have a semi-Empire effect. 
The slip may be made with or without a 

one-piece gathered flounce with straight 
lower edge. In medium size the design 
requires 53^ yards 36-inch material. 

Since two or three of these slips are 
none too many to have in the wardrobe it 
is well to know how to make them at 
home in order to save the cost of a ready- 
made garment. If the cutting and con- 
struction guides are followed religiously, 
the slip will develop quickly and without 
trouble. The piecing for the flounce is 
cut from an open width of material, as 
illustrated. For the .flounce, proper, 
however, fold the goods and place sec- 
tions ^^D," '^B" and ''A" on the length- 
wise fold. The strap and piecing for the 
side of the back are placed along the 
selvage of the material. 


With the cutting out of the way, the 
construction of the slip can be com- 
menced. Close the under-arm and 
shoulder seams as notched, then stitch a 
band of beading one inch wide to position 
with lower edge of beading along the 
small ^'o" perforations in front and 
back; insert ribbon and draw gathers to 








Piimtcd Apnl 30 1007 

the required size. If made 
round neck, stitch beading 
along; upper edge; insert 
ribbon and draw in to the required size. 
Sew shoulder strap to front and back. 
matching corresponding double small 
''oo" and single large ''0" perfora- 

If dust ruffles are preferred, sew a 
straight gathered ruffle of material (33^ 
inches wide when finished) to position on 
slip, lower edges even. 

For ihc gath- 
eicd flounce, 
close the back 
even and turn 
hem at lower 
edge on small "o" perforations. Gather 
upper edge between double ''TT" per- 
forations. Adjust to position on slip, 
center-fronts and center backs even ; 
stitch upper edge along crossline of small 
''o" perforations and finish with bead- 
ing. Use ribbon the color of the frock 
to be worn over the slip. 

Princess Slip No. 677G. Sizes, 34 to 44 
inches bust. 

Pictorial Review patterns on sale by local 

Clever Frocks of Simple Design 

IMPLICITY of course the sum- first dress belongs to the tj'pe which 

mer frock should have, but most has the skirt and bodice made in one, 

of the models have simplicity of a united by a broad belt of satin. It is 

kind; a sophisticated kind, to be carried out in pale blue lawn, the neck 

sure, but simplicity for all that. The and sleeves being trimmed with a soft 

ruffle of lace, 3 yards being required for 
the purpose. The dress calls for 6} 2 
yards 36-inch lawn. 

Cotton gabardine, linen, picjue, jersey 
or flannel may be used for the second 
costume with its chic Russian blouse and 
skirt trinmied with narrow braid. Tlie 
lace frills about the collar and cuffs of the 
elbow sleeves suppl}' a dainty touch to 
this chic as well as useful model. In 
medium size 6}/^ yards 40-inch material 
are required to make it. 

First Design: Pictorial Review Costume Mo. 
6759. Sizes, 34 to 44 inches bust. Price, 15 

Second Model: Costime No. (■)77S. Sizes, 
34 to 42 inches bust. Price, 1.") cents. 

White For Sports Wear 

A very smart l)louse in sheer white 
lawn has been selected to accompany the 
skirt of cream colored serge shown heie. 



A wide jabot of self- 
material, hem-stitched, 
trims the front of the 
blouse and the collar 
and cuffs are similarly 
treated. Medium size 
requires 2^ yards 
36-inch lawn. For 
the skirt 3^ yards 
54-inch serge will be 
required, with 1}^ 
yard 4-inch braid, im- 
less the straps corre- 
spond with the skirt 
in fabric. 

Pictorial Review Waist 
No. G807. Sizes, 34 to 42 
inches bust. Price, 15 

Skirt No. G709. Sizes, 
22 to 3G inches waist. 
Price, 15 cents. 

Entirely Self-Trimmed Except^ 

For the frills of dainty lace that edge 
the broad, shaped collar and the deeper 

frills of the elbow 
sleeves. The frock is 
developed in pale tan 
cotton voile. Four 
flounces comprise the 
skirt and these may 
be hemstitched, if 
desired, or the edges 
picoted. The under- 
blouse is of self- 
material and the 
jumper laces over it 
at the front with 
brown silk cords. 
Even the buttons are 
covered with tan 
voile. Five yards 
44-inch material with 
IH yards narrow and 
% yard wide lace, 
make the dress. 

Pictorial Review Waist No. G735. Sizes, 34 to 
42 inches bust. Price, 15 cents. 

Skirt No. 6585. 
Price, 15 cents. 

Sizes, 22 to 34 inches waist. 

The Needleworker's Corner 

Fancy Cases for the Family 
Fine Silver 

By Kathryn Mutterer 

CASES in which the family hue 
silver is kept may be desi^ncMl 
in very attractive fashion, with- 
out seeming unnecessarily trim- 
ukhI. Four useful dc^signs are shown 
here, including tea and souj) spoon and 
knife and fork cases. The small spoon 
case measures lYz inches wide by 22% 
inches long; the case for soup spoons is 

10 inches wide l)y 18j/<2 inches long. The 
knife and fork cases measuie lOj^ inches 
in width by 22)^ inches in length. 

The cases should be made of cream or 
natural color linen of good (luality, lined 
with white flannel or with chamois. Each 
design is develoi)ed in outline stitch, with 
green for the leavers and stems, worked in 
solid satin and outline stitches. 



The tea spoon, knife and fork cases are 
measured off into twelve compartments 
and stitched on the hning only. Six 
compartments about 2Yi inches apart arc 
required for the soup spoons. When 
complete the lining is tacked to four 
corners of the linen. An extra flap of 
several inches extends beyond the flannel 
linen and when rolled up appears on top, 
showing the embroidery design. A nar- 
row tape is tacked under the flap to be 
used as tie strings. 

These cases are quickly embroidered 
and a set makes as nice a gift as a house- 
wife could wish. 

Embroidery Design No. 12247. Transfer 
pattern only, price 15 cents. Teaspoon case 
stamped on linen, with thread for working, 
40 cents; soup spoon, knife or fork cases 
stamped on linen, with cotton for working, 50 

How Many Social and Athletic 
Clubs are There on the System? 

DR. E. ]\I. PAKLETT, chief of the 
Bureau of Welfare, is anxious to 
have promptly all information 
in regard to the social and ath- 
letic clul)s on the Baltimore and Ohio 
System. Many things of hiterest to such 
oi-ganizations develop at various places 
on the System and if \si\ have an accurate 
list of such clubs, we can give them the 
benefit of all such data which we 
receive. There is great value in good 
organization. This is evident from th(> 
results being accomplished ])y many of 
our social clubs. (Ireater residts can be 
obtained, however, if a complete roster of 
these is secured so that everything of 
interest can be syndicated among them. 
The secretary or other appropriate 
officer of all such clubs will please write 

Dr. Parlett promptly, giving him full 
information in regard to the name of the 
club, time of organization, mnnber of 
members, officials, and other points which 
would naturally be of interest. 

Swatting the Flies 

WVj believe in making every knock 
a boost, so if our Pullman con- 
ductor friends read in these lines 
a suggestion for bettering their 
service, they will understand that it is 
here only because we want to give due 
credit to one of their number. 

FUes are an abomination, particularly 
so when you arc traveling in a car back 
of the diner. A couple of months ago 
on a hot, muggy day, this was our situa- 
tion, /es8 the flies. And the reason for 
their absence was the presence of Pull- 
man conductor Johnson, who, between 
stations, was wielding a small but efficient 
fly-killer with the fervor of an Irish 
lancer after a retreating German. 

Our Own 

By Margaret E. Sangster 

If I had known in the morning 

How wearily all the day 
The words unkind would trouble my mind 

That I said when you went away, 
I had been more careful, darling, 

Nor givon you needless i)ain; 
But — we vex our own with look and t(jne 

We might never take back again. 

For though in the (luiet evening 

You may give me the ki.s.s of |)(^ac(;, 
Yet it well might b(^ Unit ne.V(;r for nu; 

The pain of th(^ heart would ('(tase ! 
How many come forth in Ihe morning 

Who never go hom(! at night. 
And hearts have been broken f(H- h;ii-.sii woid- 

That sorrow can ne'er set rigid. 

We hav(^ careful Ihouglit for the stranger, 

And sndles for the sometime guest, 
But ofi for our own the bitter tone, 

Though we love our own the beat. 
Ah, lip with the curve impatient. 

Ah, brow with the shade of scorn, 
'Twere cruel fate were the night too late 

To undo the work of morn. 


Staten Islanders are Leaders in 
Welfare Work 

When They Heard About the New Movement They Didn't 

Waste Any Time. Result — A Fine Club House and 

a Program of Healthful Entertainment 

That's Hard to Beat 

By T. L. Terrant 

Assistant Superintendent 

THE activity in welfare work on the Staten 
Island Lines during the last two months 
has been very encouraging. During the 
latter part of April a baseball league, consisting 
of twelve teams, was formed, and a schedule of 
ninety-nine games arranged. The winners will 


represent the New York properties in competi- 
tion with teams from the other districts for the 
Thompson Challenge Cup. 

Assistant superintendent T. L. Terrant was 
elected president of the league, and the fol- 
lowing departments are represented: General 
Office, Motive Power, Maintenance of Way, 
Lighterage Department, Lighterage Bureau, 
New York Piers, Yard Clerks, S. I. R. T. 
Transfer House, Passenger Trainmen, Freight 
Trainmen, Yard Trainmen, and Engine Crews. 

The Fair Grounds at Dongan Hills, twelve 
minutes ride from St. George, were obtained 
for an athletic field and games are played there 
each Saturday and Sunday and at other times 
during the week. The grounds are beautifully 
located and cover about ten acres. There are 
three diamonds, a half mile track, a grand- 
stand with a seating capacity of about 500 and 
other buildings which can be used for dancing, 
etc., if so desired. 

So much interest was shown by the employes 
in the pleasure to be obtained from the ball 
games, that a couple of weeks after the league 
was started a Railway Club was organized 
and the following officers elected: T. L. 
Terrant, president; trainmaster B. F. Kelly, 

vice-president; chief clerk to superintendent 
J. S. Fabregas, treasurer, and car accountant 
W. J. Ivers, secretary. 

General manager Averell is deeply interested 
in this work and through his generosity the 
passenger station building at Livingston was 
turned over to the club for its headquarters. 
A generous sum was spent in repairing the })uild- 
ing and making it suitable for use as a club 

The club house has twelve rooms, one of 
which is used as a passenger station, all trains 
stopping there. The remainder of the house 
is used l3y the club. In addition to train ser- 
vice, trolley cars run past the door. Directly in 
the rear of the building, not over a hundred feet 
away, is the Kill von Kull, where the club mem- 
bers can enjoy swimming and boating. When 
the house is ready for use, about July 1, the 
following rooms will be equipped b}' the mem- 
bers: Smoking room, reception hall, billiard 
and game room, music room, library and the 
caretaker's quarters. Later on additional 
rooms will be equipped for other purposes. A 
large porch and lawn surround the house and 
tennis courts will be laid out on adjoining 




property. Rowing crews will be organized 
next spring. 

An orchestra and glee club are now being 
formed and the committees are outlining a 
lively winter program of card parties, dances 
and entertainments by the orchestra and glee 




On June 9 an employes' meeting was held 
in Tompkins Hall. There were 303 employes 
present to enjoy the Safety lecture by C. B. 
Gorsuch and the moving picture "The House 
That Jack Built." In addition to the pictures, 
addresses were made l)y general manager W. H. 
Averell, assistant superintendent T. L. Terrant, 
and engineer Daniel Buckley. The meeting 
was in charge of conductor W. G. Langdon, 
chairman. Mrs. R. Groeling, the wife of the 
chief clerk to the master mechanic, and Mr. 
Paul Merritt, sang solos. The club's orchestra 
of eight pieces, furnished the music and after 
the entertainment the floor was cleared for 
dancing, which was enjoyed until midnight. 

An employes' picnic is being planned for July. 
It is to be held at the Athletic Field, where 
the winning team of the Staten Island Lines 
will play a team from some other division. 

Rtmning races and other athletic games will be 
enjoyed, and the club's orchestra will furnish 
music during the afternoon and evening. There 
will be dancing. 

Not only are the men employed in the difTer- 
ent departments becoming better acquainted, 
but their families are also enjoying a larger 
acquaintanceship, which will increase as the 
year progresses. 

The object of the club is to promote good 
fellowship anfl to imi)rove each member and 
emploj^e, mentally, morally and physically. 

In addition to what has been outlined above, 
our school at ('lifton shops has been productive 
of much good. The young men who were 
awarded prizes, as well as several other mem- 
bers of the class, made a trip to Mt. Clare a 
short time ago. They had a most enjoyable time 
and were treated royally l)y ourMt. Clare people. 

Test Bureau Employes Break Records at 

Annual Outing 

OX the afternoon of Saturday, July 1, the 
employes of the test bureau office, with 
their wives and sweethearts, were enter- 
tained by H. I. Garcelon, assistant engi- 
neer of tests, at his summer home on the 
Magothy River. Everyone voted the outing 
to be the best they had ever attended. Mr. 
Garcelon had arranged a program of sports for 
his visitors and when evening came everybody 
was tired but happy. The various events 

caused much merriment, and, the next morning, 
sore muscles to those contestants who were not 
used to such violent exertion. 

The sports started with a fifty yard dash for 
men. The came a sack race for men, a fifty 
yard dash for ladies and walking, egg, potato 
and three-legged races. These were followed 
by rowing races, botli single and double. 

When the visitors returned to the house the 
real climax of the day's pleasure was reached. 




It was supper— and what a supper! Cral) soup, 
fish, crabs, aiul sahid, foUowcd hy cofToo and pio. 
Eatiiifj; records wore broken. Th(Mi a ph'asurable 
liour was sj)ent in rowing on flie i-iver in th(» 
twiHglit. Then the visitors took tlie *'one- 
hmg" jitney back to tlie station. 

A basel)all game l)etween the singh^ and 
married men had been arranged, but thei'e was 
no time for it. Perhaps tl\is was somewhat of 
a rebef to the singU' men, for tiu\v have never 
cjuite recovered from the trouncing the married 
men gave them at hist year's outing. 

Tlie accompanying picture was taken just 
before supi^er — a fact that accounts for the 
lunigry h)ok on some of the faces. The writer 
has been specially requested to state that the 
wives of all the men did not attend and that 
only a couple of the "department children" 
were there. The fellow who made this request 
has four children. 

A sunnnary of the athletic events follows: 

Fifty yard dash, for men — first E. J. Peach, 
second T. Dobler. 

Hack race, for men— first, J. S. Brewer, second 
J. M. Van Sant. 

Fifty yard dash, for ladies — first, Mrs. C. E. 
Mitchell, second, Mrs. J. M. Van Sant. 

One hundnul yard walk, for men- -first , II. (', 
Michael, s(>con(l, ('. M. Arnold. 

Egg race, for ladies— first. .Mrs. A. N. Mills 
second, Miss J. Arnold. 

Egg race, for men- first, E. J. Peach, sec()nd 
C. M. Arnold. 

Potato race, for men- -first, H. ('. Dehhc r 
second, O. U. Uandolph. 

Potato race, for ladios^first, Mrs. (-. E 
Mitchell, second, Mrs. T. Dobler. 

Three-legged race, for men — first, J. S 
Brewer and C. M. Arnold; second, E. .J. Peacl 
and C. E. Mitchell. 

Boat race, singles, for men — first, C. E 
Mitchell, second, H. O. Heinmiller. 

Boat race, doul)les, for men — first, W. II 
Tapman and U. C. Whiteman; second, A. X 
Mills, and C. A. Bandel. 

Boat race, doubles, for ladies — first, Mrs 
Mills and Mrs. Brewer; second, Mrs. Mitchell 
and Miss Whiteley. 

Appropriate prizes were awarded to tin 
winners of first and second place in each con- 

After the races most of the men and a 
couple of the girls enjoyed an hour of swim- 




Curt or Courteous 

By David Gibson 

COURTESY is the business of every man who meets the public in any capacity, be 
it ever so humble. 
Courtesy becomes a part of his trade, to be applied in the face of resistance, the 
same as it is a part of a carpenter's trade to apply a jack-plane on cross-grained wood, 
knots and even an occasional nail-head. 

The man at the ticket window, the local agent, the gateman, the conductor, the 
trainman, or any man whose business it is to come in individual contact with the 
public, if he becomes skillful in his work, must learn to restrain himself from 
often doing that which is every man's natural instinct to do in meeting discourteous, 
impatient and unreasonable people. 

If he is unable to do this, he is unsuited by nature for his job, just as some men 
are unfitted by nature to learn the handling of tools; he must, in his own interest, find 
another job, where he does not come in contact with the public. . . . 

Any man who comes in contact with the public will meet a lot of mean people. 

Nearly all people are mean at some time. 

Few people are mean at all times. The people who are mean in the morning are 
frequently kind enough at night. 

The man whose business it is to meet the public, who resists impatience with 
patience and temper with calmness, is gaining the respect and sympathy of every 
witness of the situation, and the offender will regret his act in his first moment of 
reasoning. . . . 

The man who comes in contact wi!h the public in any capacity has opportunities 
for advancement over those of the man above him in private office. His acts are a 
matter of observation on the part of the public ; he has a natural opportunity for adver- 

tising his ability to the public that the man in the private office has not. The very man 

lay b( 
figuratively, and lift him to a better job. 

whose impatience he returns with patience may be the one to take him by the hand, 

Returning good for evil is not just a religious law, it is a natural law; it is return- 
ing efficiency for deficiency. 


' 'V-f- 



Cumberlanders Send Best Wishes With 
Trapnell in His Promotion 

By E. C. Draubaugh 
Division Operator, Cumberland Division 

ON June 5, William Trapnell was promoted 
to the position of district engineer, with 
headquarters at Wheeling, W. Va. 
Mr, Trapnell entered our service as assistant 
engineer on the Cumberland Division on Feb- 
ruary 15, 1901, and was later transferred to the 
same position on the Philadelphia Division. 
On April 1, 1903, he was promoted to the posi- 
tion of division engineer of the Shenandoah 
Division. He returned to the Philadelphia 
Division as division engineer on December 15, 
1903, and was later matle division engineer of 
the Baltimore Division, serving in that cai)acity 
until August 30. 1910, when he became identi- 
fied with the Hampshire Southern R. R., as 
vice-president and general manager, building 
that road from Romney, W. Va., to Petersburg, 
W. Va., a distance of thirty-eight miles. After 

its completion he operated it very successfully 
until July 1, 1914, when it was taken over by 
the Baltimore and Ohio, and became a sub-di- 
vision of the Cumberland Division. This road 
is at present known as the South Branch Line. 
Mr. Trapnell was then transferred to Keyser, 
W. Va., and later to Cumberland, holding the 
positions of assistant superintendent and divi- 
sion engineer on the Cumberland Division until 
his promotion to district engineer at Wheeling. 

Air. Trapnell was educated at the Charles- 
town (W. Va.) Male Academy, Shenandoah 
University School and Purdue University. 

While his many friends on the Cumberland 
Division were pleased to learn of his well 
merited promotion much regret was expressed 
that he was leaving the division, where he 
had been long and favorably known. 


- 7-^ . /^ ^- r 




Winning Divisional Teams and 
Their Members 

THE divisional championships have been 
decided and the champion teams are now 
playing for district honors. The follow- 
ing men are members of the champion teams of 
the different divisions: 

Auditor of Merchandise Receipts, cham- 
pions of the Baltimore and Ohio Building: 
W. Glasser, A. Beck, W. Orwig, J. Clancy, J. 
Peregoy, A. Sterner, Rapp, Hudson, J. Tewey, 
J. Parrott, G. Vink, A. Shipley, IMoxley, Brad- 
ley, H. Wantland, and Fitzberger. 

St. George Lighterage Department, the New 
York Division champions: Deciro, Blonquist, 
Hall, Juknor, Loftus, Nolan, Abisch, Klingbiel 
and Haley, regulars, and A'lorrell, Canlon, 
Stoles, Bernstein, Stoble and ]\Iurphy, sub- 

Philadelphia Division champions: C. Jack- 
son, E. Hampton, W. jNIason, D. Broomfield, 
R. Richardson, G. Snj'der, ^L Torpy, J. Lavin, 
S. Farran, L. Luther, W. Macke}', J. Gorman, 
J. Daley, L. Uhler and L. Martin. 

Baltimore Division champions: C. Pearce, 
J. Schlimm, E. Burke, W. Smith, A. Dove, C. 
Stone, H. Cox, R. Moran, J. KiUan, W. Davis, 
E. Walker, C. Pcddicord, C. Mynfood, W. 
Seipp and M. McGovern. 

The following men have canird places on the 
Washington Terminal team: 

H. C. Moler, J. ^L Mantgillian, W.J. Knighton, 
V.W.Hutton, Thomas. Tarrillo, ALarion Lynn, L 
Stein, R. C. Bower, G. T.Taubersmith, J. J. 
Grady, C. E. Stanford, J. P. Bailey, L E. 
Catterton, A. F. Carey and J. J. Laverine. 

Locomotive Department, champions of Mount 
Clare shops: 

E. S. Appleby, P. S. Andrews, F. D. 13ro\vn, 
J. E. Boland, C. E. Bloomfield, R. Bounds, 
J. Costello, J. A. Gribben, W. Hittle, J. R. Maul, 
E. S. Sheppard, R. G. Fivored, H. A. Wortman, 
J. J. Riley, H. R. Winters and W. E. Carroll, 

Cumberland, the Cumberland Division cliani- 
pions: F. Lippold, J. Spearman. R. Beck, H. 
Orem, H. Stitcher, B. Wcl)er, (;. Long, J. 
Butts, D. Kirby, T. Eddy, O. Fazenbaker, D. 
Shaffer, F. Spearman, F. Kelly and E. P'ields. 

Grafton, the Monongah Division chamj)ions: 
Rohrbough, Curry, Jones, Xewham, Huber, 
Kendle, Garvey, LUterback, Reger, Peppers, 
Curry, Sinsel, Latterner, Kittle and Feeney. 

Newark Division champions: T. Paul, cap- 
tain, W. Connel, H. Sullivan, C. Sheeler, E. 
Smith, R. Thorpe, L. Altmver. J. Williams, 
W. Hunnnol, L. Thomas. A. Roll, W. Wilson, 

B. Webb, F. Kiely, B. O. Roll, and W. Cocanour. 

Connellsville Shops, champions of the Con- 
nellsville Division: J. Younkin, H. Fisher, E. 
Fisher, A. Getsie, C. Kenner. J. Kearns. W. 
Burkett,C. Rhaback. F. Sandusky, M. Rottler, 
S. Houser, C. Jones, H. Ciilbert, S. JefTries and 
A. Fricl. 

New Castle Junction, chanipiou.s of the New 
Castle Division: A. Stone, H. Burk, H. Kellv. 

C. Evans, (). Boone, L. Pliler, L. Williams. A. 
Harris, H. Bush, E. Battley, E. Erwin, C. 
Myland, F. Coen and G. Bollinger. 



feouth Chicago, the champions of the Chicago 
Division: F. Streiff, H. Galling; L. Staszewski, 
V. Panka, J. Gormy, J. Staszewski, W. Hoff- 
man, A. Crinnion, O. Anderson, W. Mezj'dlo, 
R. Voss, E. Oborn and C. Burke. . • 

Chillicothe, the Ohio Division champions: 
H. Fox, D. P'ox, W. Skyles, J. Shane, H. Jones, 
H. Cutright, J. Scheer, C. Merriam, J. Juenger, 
L. Mullen, H. Ingham, C. Strausbaugh, J. 
Hunsinger, C. Thacker and F. Maughmer. 

The champions of the Cleveland Division: 
R. Losego, AI. Saunders, H. Grebe, L. Branden- 
stein, J. Petroski. R. Schuler, W. Garrity, 
A. Stratman, J. O'Neil, H. Leahy, P. Frost, 
A. Karl, C. Gibbons, A. Ferenz, A. Brown, W. 
Richmond, H. Martin, L. Hopson, J. Hagen. 

East Dayton, champions of Wellston Divi- 
sion: C. Dray, H. Sifford, F. Corbin, H. 
Perkins, C. Garrett, R. Grimes, J. Warner, 
M. Ditter, C. Schultz, C. Petereit. F. Wcinrich, 
S. Doles, P. Vickers and J. Warner. 

Parkersburg won the championship of the 
Ohio River Division; Wheeling of the Wheeling 
Division, Storrs of the Indiana Division, and 
(Jlenwood Shops of the Pittsburgh Division. 
The other winners have not been reported. 

Mount Clare Wins Opening Game for Main 
Line District Championship 

Tlie opening game for the ('hani])ionship of 
the Ahun Line District in the System baseball 
league, was played in Vockel's Park, Baltimore, 
on July 1, between the teams representing 
Mount Clare Shops and the Baltimore and 
Ohio I^uilding. 

The opening game was a gala event in Balti- 
more and Ohio baseball and welfare activities. 
A large crowd of employes turned out for th(^ 
game, and the supporters of each team did 
some strong rootmg. 

Vice-president A. W. Thompson, the donor 
of the Challenge Cup, opened the championship 
series by tossing a new ball out on the diamond. 
There was much enthusiasm among the spec- 
tators when he was presented with a beautiful 
floral piece by the managers of the opposing 

The Mt. Clare band, decked out in their new 
uniforms, made a most creditable appearance — 
and played as well as they looked. They lead 
the parade of players to the grandstand before 
the game, and enlivened the contest with music 
between imiings. 

Occupying the Ijox with Air. Thompson were 
vice-president C. W. Galloway, F. H. Clark, 
general superintendent of motive power; J. T. 
Carroll, assistant general superinttMident; John 
T. Broderick, supervisor of special bureaus; 
Dr. E. AL Parlett, chief of the welfare bureau, 
who has charge of the System league, and H. C. 
Smith, freight tariff agent. 

The game was a decidedly interesting one 
and there were many snappy i)lays by both 
teams. "The star feature was the triple play 
pulled of!" by the Mount Clare boys. With 
two men on, Clancey hit a hot one over short — 
what looked to i)e a sure hit. .But Bounds, the 
Alount Clare left fielder, was on the job. He 
gral)bed the ball, made a quick recovery and 
threw to Boland, who snapped the ball to 
P^irvoid, retiring the side. 

Boland was also very much there with his 
war club. He made four trips to bat, and at 
the end of the game had two doubles and a 
single to his credit. Riley, the Alount Clare 
third sack(>r, landed safely twice. Tcwey, of 
the Building team was the star in defensive 
work, making eight putouts without an error. 
The score of the game follows: 

11 II E 

Alt. Clare 02200200 x— 6 11 4 

Baltimore & Ohio Bldg. 10 0—1 8 3 

Orwig and 

Andrews and Appleby, Beck, 
Glasscr. Umpires— Carroll and 



Keen Interest Felt on Baltimore Division 

Tho Biiltiniorc Division baschtiU club oloctod 
the followinji" officers earh' in the season: 
chairman of the hoard. suj)erintendent Allen; 
l)resident and treasurer, J. P. Kavanagh; 
secretary, II. H. Cox; nianaj2;(>r, L. K. MuUinix, 
and cai)tain, Chester Stone. 

The division team opened the season with 
the Maryland Militia team and won, 10 to 0. 
Some of their later games were: Baltimore vs. 
Washington, won, 8 to 4; Baltimore Division vs. 
Mt. Clare Shops, won, 7 to 2. 

Extensive plans had been made for a big 
time when Baltimore j)layed at Brunswick, but 
rain spoiled the game. However, everyone 
heartily enjoyed the whole day. The Relay Nlin- 
strels gave a good account of themselves in the 
evening, and the Baltimore and Ohio orchestra 
helped entertam the crowd that filled Red 
Men's Hall to the doors. The affair was 
handled by H. H. Cox, and he deserves great 
credit for his successful efforts. 

Among those who attended were Mr. and Mrs. 
Allen, ^Ir. and Mrs. S. A. Jordan, Mr. and Mrs. 
E. E. Herold, Mr. and Mrs. Mewshaw, Mr. and 
Mrs. A. K. Galloway, J. P. Kavanagh and H. 
M. Church. 

Main Line District Championship 

In addition to the contest between Mount 
Clare Shops and the Baltimore and Ohio Build- 
ing the following games have been played for 
the championship of the Main Line District: 

Cumberland Division vs. Baltimore Division, 
at Brimswick, July 8. r h e 

Baltimore Div. . . 2 5 14 x— 12 13 1 
Cunib. Div 000200000—2 54 

Batteries — Schlimm and Seijip, Wel)ster, 
Stecher and Lii)pold. Umi)ires — Archer and 
Walker. Attendance— 200. 

Pitcher Schlimm had the Cuml)(>rland boys at 
liis mercy and was well sui)ported by his team- 
mates. Cox was there with the stick at the 
proper time on two occasions, and the entire 
Baltimore Division team showed quite an 
improvement over their previous game. 

Cum])erland Division vs. Monongah Division, 
at Grafton, Julv 1. " ii ii e 

Cuml). Division. . 10 1 0—2 4 3 
Monongah Div. . . 10 3 x— 4 9 5 

Batteries — Beck and Lii)pold, Jones and 
Curry. Umpire — Moran. 

This game settled old scores, and was of 
especial hiterest to several of our officials. 
Messrs. Thompson, Galloway, Scott, Peck 
and Gorsuch among others. Jon(\s struck out 
thirtecMi Cumb(>rlaii(l batters. A featur(> of the 
game was Kittle, the Monongah right fielder's 

Philadelphia Division rs. Baltimore Divi- 
sion, at Philadelphia, Julv 1. k h k 
Phila. Division.. . 1 T 3 1 5 x i M) 1 
Baltimore' Div... 1 2 0— 3 3 3 

BatteriesMason and Hampton, Pearce, 
Burkin and Slep|). 

()ver 3000 employes attended ihi.s g.uiie, 
which was interesting until the eighth inning, 
when Philadelphia scored 5 runs. Mason 
allowed only three hits. 

Manager Murray, of the Philadeli)hia team, 
feels that his players are going to give all the 
other division champions a hard battle for the 
Thompson Chall(>nge ('up. As a warming up 
stunt our Philadelphia team defeated a star 
aggregation from the Pennsylvania Railroad a 
week previous to the opening of our league 

Baltimore Division vs. Washington Terminal, 
at Washington. r h e 

Baltimore Div. .. 22000200 2—8 11 4 
Wash. Term 00011110 0—4 6 G 

Batteries — Burke and E. Dove, L}im and 
Jarvis. Umpires — Ganzza and Leakur. 

Burke struck out 15 men. Eisenberg hit a 
three-bagger, and Cox, Killen, Baker and 
Mumford also hit for extra bases. 

Wheeling District Championship 

The following games have been played for 
the district championship: 

Cleveland Division vs. Wheeling Division, at 
Canton, O., Jimc 11. r h e 

Cleveland 2 110 1 1—6 12 2 

Wheeling 00020110 1—5 6 5 

Batteries — Schuler and Losego, Costello and 
Dutchcr. Umpire — Danner. 

Cleveland won out in the ninth inning of a 
well played game. 

Newark Division vs. Wheeling Division, at 
Newark, June 18. R »i e 

Wheeling 2 1 0—3 (i 1 

Newark 10 10 0—2 5 2 

Batteries — Posti-lla and Engle, Thomas and 
Williams. Umpire — W. E. Loose. Attend- 
ance — 150. 

Whe(>ling (Wheeling Division) vs. Parkers- 
burg (Ohio River Division), Pai'kersi>urg, 
Jun(> 25. R n e 

Wheeling I 1- 2 3 S 

Parkersburg 2 2 7 x— 17 21 I 

Batteries — Engle and Miller, Barron and 
Parr, Umpire — King. Attendance — 7lK). 

In tlu! initial game of the Wheeling District 
cliami)i()nshii) Parkersburg swamped Wheeling. 
The f(\atures of the game were the all-around 
work of tile I*arkersburg team and the pitching 
and batting of Barron, who secured four hits in 
as many times at l)at. 

Newark Division vs. Cleveland Division, at 
Buckeye Lake Park. Newark. ().. June 25. 

u n K 

X(>wark 1 I 2 12 

Cleveland 10 1 10 

Batteries- -Thomas and Hummel. S»-huler ;ind 
Lasego. Umpire — NV. J'J. Loose. Attendanci— 



The Newark Division baseball team de- 
feated the Clevehxnd Division team in one of the 
closest and most interesting games that has 
been played on the Buckeye Lake diamond this 
season. The pitching, with men on bases, of 
both Thomas and Schuler was a treat to those 
who witnessed the game. The fielding behind 
both pitchers was faultless, neither team having 
an error. Cleveland's first and only run came 
in the fourth. Petrosk singled over short, 
stole second, advanced to third on an infield 
hit by Straton and scored on an infield out. 
Newark's first run came in the sixth. With 
one man out Cocanour singled to left, went to 
second on Thorpe's infield out and scored on a 
line drive over second by A. Roll. Roll stole 
second and third and Paul groimded to the 
pitcher, who threw to first, retiring the side. 
Newark scored again in the ninth. Paul, the 
first man up, was given a base on balls and went 
to second on Smith's infield hit. Williams hit 
to shortstop, Smith out at second, Paul going 
to third. Williams then stole second and 
Paul was out at plate when Thomas hit to 
second. Williamswent to third and scored when 
catcher threw to second to catch Thomas 
stealing. There were two out when the winning 
run was scored. 

Fireman C. L. Parr, a member of the Park- 
ersburg team, the Ohio River Division cham- 
pions, landed on a ball in the game between the 
Ohio River and Wheeling Division champion 
teams on June 25, and it didn't stop imtil 
it struck the sign of the National Woolen Mills, 
of Parkersburg, in left field. This lusty wallop 
entitles Mr. Parr to a suit of clothes. 

Pittsburgh District Championship 

The following games have been reported: 

South Chicago vs. New Castle Junction, at 
New Castle Junction, June 24. R 

South Chicago 20000 0—2 

New Castle . . . .\ 10 3 0—4 

Batteries — Callings and Strieff, Kelley and 

Stone. Umpires — Hazelwood and Thermer. 

Game called because of rain in seventh inning. 

South Chicago vs. New 
Chicago, July 1 
South Chicago. 
New Castle ... 

Castle, at South 

10 1 X— 2 4 2 
00000000 0—0 6 1 

Batteries — Galling and StriefT, Kelley and 
Stone. Umpires — Britzel and Harman. 

Southwestern District Championship 

Seymour (Indiana Division) vs. Chillicothe 
(Ohio Division), at Chillicothe, July 9. 

R H E 

Seymour 4 10 0—5 6 7 

Chillicothe 10 10 10 2 1—6 9 

Batteries— Green and Mandel, Thacker, 
Maughmer and Strassbaugh. Umpires — Hydell 

and Tergee. Attendance — 350. 



Hits off Thacker,3 in 3 innings; off Maughmer, 
.3 in 6 innings. Struck out: by Green, 8; l)y 
Thacker, 2; by Maughmer, 5. Bases on ))alls: 
by Green, 1; Tliacker, 1; Maughmer, 1. 

Engineer Brewer, of Bridgeport, Ohio, on 
Safety First and Economy 

ENGINEER BREWER handed "John Bar- 
leycorn" some hot shot at an employes' 
meeting held in Wheeling during PY^bru- 
ary when Dr. Parlett and Messrs. Stacy and 
Jenkins were presenting their three-cornered 
lecture on the evils of drink. He drew some 
striking observations from his own experience, 
showing how indulgence in liquor had enslaved 
and ruined a number of able men of his acquaint- 

He discussed the subject under the head of 
"Safety First, Economy, Efficiency and First 
Aid to the Injured," and showed convincingly 
how large a part booze plays in imdermining 
those cardinal principles of good railroading. 

He told of a young railroad friend of his who 
had splendid prospects, which were, however, 
in a fair way to be ruined by his liking for good 
fellowship and liquor. A local option campaign 
was under way at the time, to close the seven 
saloons in the town in which they were living. 
After much argument he persuaded the j^oung 
man to cast his vote in favor of the closing of the 
saloons. The election was won by only a few 
votes and in after years Mr. Brewer had the 
satisfaction of having the young man come to 
him and thank him for endeavoring to line him 
up on the right side of the important question. 

Other equally telling examples, not all of 
them with such a fortunate and happy ending, 
however, were given and Mr. Brewer impressed 
all his hearers with his logic and the earnestness 
of his convictions. 

George Sturmer says that **Look Out Bill" 

is the Most Natural Expression of 

Safety First 

GEORGE STURMER, special representa- 
tive of general manager Galloway, gave 
a splendid talk on "Safety" to our men 
at Mount Clare on Friday, Jime 16. It was 
easily the most enthusiastic meeting for Safety 
which the writer has ever attended. No. 3 
machine shop was well filled with about 2,000 
employes. Large numbers were attracted by 
the inspiring playing of the Mount Clare band, 
which has accomplished wonders during its 
brief period of training. They stood at the 
entrance of No. 3 shop and their stirring selec- 
tions gave the occasion a very auspicious be- 

John Hair, in charge of Safety at Mount Clare, 
first introduced the Baltimore and Ohio Glee 
Club, which sang a couple of numbers. The 
idea of having some entertainment by employes 

to attract the men to the Safety meetings, as 
originally conceived by Mr. I lair, was a good 
one and th(^ several appearances of liie Glee 
(Uub at Mount Clare have resulted in :ni in- 
creasing attendance at each meeting. 

Mr. Hair then called for a number from the 
band, which was acclaimed with enthusiastic 
ai)plause. It is no wonder that the Mount 
Clare men are proud of their fellow employes 
who have worked so hard to form this creditable 
musical organization. When the strains of tin; 
Star Spangled Banner were heard in a medley 
of patriotic tunes, the hats of the men in the 
shop went off like a flash, with the shout of 
many voices and hearty applause of every- 
body. This is but one indication of the new 
spirit of patriotism which seems to have taken 
hold on American citizens in the critical times 
which our coimtry is now facing. 

Mr. Sturmer began by telling the men that it 
was an especial pleasure for him to be present 
on account of the number of familiar faces 
among his hearers. He recalled to them how 
he had worked at their side in years gone by and 
how even in those days, before the Safety 
First doctrines had begim to be preached in an 
organized way, he had been a Safety First 
man and had urged his fellows to guard them- 
selves and their co-workers. He touched but 
briefly on the part the Company has done to 
make working conditions safe and then said that 
he could not imderstand why any man should 
fail to give the movement his hearty support. 

"The Safety First movement is the most 
natural thing in the world," he said. "From 
the time we are little children and have the 
power of speech, it is instinctive for us to avoid 
danger and not only that, but to help our 
fellow man to avoid it. You remember when 
you were boys how many times you said to 
your playmates, "Look out. Bill!" when 
danger approached. You have continued to do 
this and will continue to do it all your life. 
Hence there is nothing new about Safety. It 
is as natural as talking and when you hear a 
man making fun of the movement or belittling it 
in any way, you may be sure that he is being 
false to himself. For Safety is instinctive in 
all of us. .And it should be just as natural for 
you to warn a man of an unsafe practice in a 
shop as to push him out of the way of an ap- 
proaching trolley car or engine." 

Mr. Sturmer's talk -^as thoroughly appreci- 
ated and heartily api)lauded and everybody 
present agreed that they had never attended a 
more successful Safety meeting. 

Count that day lost 

Whose low descending sun 

Views from thy hand 

No worthy action done. 

No help for those in sorrow and distress, 

No word of hope for those to trouble given, 

Wayfaring pilgrims on the dreary roail 

Which leads from earth to Heaven. 

- unknown. 


<^^E^C1ALj MEl^JT R.OLyL7 

Staten Island Division 

While New Brighton extra engine 1904 was 
coming up from the coal pocket recently, train- 
man F. Schaaf noticed a defective condition of 
equipment on our car 229294. He called the 
crew's attention to 
the matter and re- 
pairs were made. 
While this case was 
being investigated 
it transpired that 
Mr. Schaaf also ren- 
dered valuable ser- 
vice on April 3, for 
which he has not 
been given proper 
credit. On that date 
F. SCHAAF he discovered L. P. 

T. 798 afire in St. 
George yard. Mr. Schaaf jumped down from 
the string of cars that he was switching, got 
a pail, which he filled from the tank of a 
poultry car, and extinguished the flames. 

On the night of May 29, engineman F. E. 
Horan, in charge of engine 1633, moving west- 
ward, discovered switch leading from main 
track at Port Ivory station set for crossover. 
He stopped and lined switch in normal position. 

Philadelphia Division 

While inspecting train in Clayton siding on 
June 3, brakeman 8. B. Daxcrn, on extra cast 
engine 4055, discovered defective condition on 
our car 124469. He reported the condition to 
conductor J. H. Gerber, who called the atten- 
tion of the management to Mr. Daxcrn's good 

On the afternoon of May 28, a violent wind- 
storm blew the roof off of a box car that was 
standing in west siding, the roof falling on the 
westbound main track at Elsmere Junction. 
Crossing watchman Levi C. Mills saw the oc- 
currence, and, alone, cleared the track in time to 
save No. 7 from delay. 

At 4.30 a. m. on May 28, brakeman K. W. 
Beeler caught a negro turning hand brakes 
on train No. 95 at Clayton Siding. He turned 
him over to yardmaster McKabe. The prisoner 
was later arraigned in the western police sta- 
tion in Baltimore, found guilty and fined SIO.OO 
and costs, in default of which he was committed 
to jail. 

General superintendent of police Leigh wrote 
Mr. Beeler, commending him for his watchful- 
ness and assuring him of his appreciation. 

Baltimore Division 

On June 12, track foreman L. V. Cook di.s- 
covered a loose wheel on car in train of engine 
4301, while train was on siding at Reels Mills. 
He notified the conductor antl the car was 
set ofT. 

On June 18, while walking aloTiir a line o( 
cars, T.W^LafTerty, 
conductor on Sea 
Wall Branch, Curtis 
Yard, discovered de- 
fective condition of 
car, which he re- 
ported to car fore- 

On June 8, H. F. 
Lorentz, agent at 
Hoods Mill, Md., 
noticed defective 
condition of jnlot of t. W. I.AFFKIITV 

engine 4328, pulling 

train 2nd No. 94. He called up the operator 
at Gaithers, who held train until repairs were 

Cumberland Division 

As No. 93, engine 4250, passed Green Spring 
on May 11, operator J. D. Uoekwell ()bserve(l 
defect in our car 132093. He notified crew at 
Pattersons Creek, and the troubU* was cor- 
rected at North Branch. 

On May 13 as 1st No. 94, engine 1321. passed 
Hancock, operator O. J. Rash observed defect 





on a stock car in middle of train. He had the 
train stopped at Sleepy Creek, and the trouble 
was corrected. 

As 2nd 89 was passing Opequon tower on 
May 24, operator J. M. WjTidham detected a 
defect in track. He 
notified all con- 
cerned and had re- 
pairs made. 

On May 26, as 
extra 4217 east was 
passing Green Spring 
tower, operator 
J. D. Rockwell ob- 
served a defect on 
our car 23239. He 
had the train 
stopped at Okonoko, 
where it was found 

that the car would have to be set off to have 

repairs made. 

On Alay 30, trackman B. L. Wilt discovered 
evidence of a defect in a car which had passed 
Hitchcocks Tunnel. He reported the matter to 
the proper persons, and defect was located in 
train of extra west 4308. 

On March 11, track foreman S. W. Thomas 
observed defect in poultry car in train 94. He 
wrote a note to the conductor, advising him to 
stop the train. Mr. Thomas was afraid that 
he could not hand the note up, so had his son, 
trackman R. E. Thomas, jump on caboose and 
deliver it to the conductor. 

As double-headed 4290 and 4247 passed 
Okonoko on May 17, operator G. W. Kaylor 
observed a defect on our car 21833. He noti- 
fied crew as caboose passed. The train was 
stopped at French and car set off. 

Operator S. N. McCullough, while going to 
work at Millers on May 19, observed leak in 
water line from pump station at Millers. He 
reported the trouble and had it corrected. 

On May 21, as extra 4245 west passed West 
Gumbo, operator C. R. French observed defect 
on Erie 86332. He had train stopped and 
trouble corrected at advance signal. 

As extra 4285 west passed Terra Alta on May 
22, operator C. W. Michael observed defect on 
fifteenth car from engine. He stopped the 
train with hand signal and had trouble cor- 

On May 23, as 1st No. 93, engine 4250, passed 
West Gumbo, operator G. R. French, who was 
handing up orders, observed defect under a car 
near rear of train. He notified the crew, who 
corrected the trouble. 

On June 2, engineer J. S. Goniff, with engine 
2149 hauling our president's special over west 
end of Gumberland Division, running as 3rd 
16, made the run from Grafton to Gumber- 
land without stopping for water. Engineer 
Goniff was commended by the general manager 
for this run. 

Signal repairman Hank, one of signal super- 
visor Lester's men, while filling lamps at Big 
Gurve on May 16, observed something wrong 
with dead engine in train of pick-up. He 
promptly notified the conductor, who had train 
stopped and trouble corrected. 

On May 19, conductor G. J. Snyder, with 
extra west 7103, discoverd a defect on car in 
train of extra east 7110, and reported it from 
Strieker. The train was stopped at Bond and 
the trouble remedied. 

Flagman F. Mirley, with extra east 4M0, 
while going back to protect his train when it 
parted at Turkey Foot on September 6, 1915, 
found defect in eastward high speed track. He 
flagged 2nd No. 10 and called trackmen. 

Master Philip Van Metre, of Vancleves- 
ville, W. Va., noticed train standing still on 
Gouchman's Gurve 

on February 26. 
Seeing a following 
train approaching he 
signaled the engi- 
neer to stop. It is 
remarkable for so 
young a boy to dis- 
play so much intelli- 
gence, judgment and 
interest in what is 
going on around him. 
Superintendent Ga- 
hill highly com- 
mended Master 

Philip and expressed the opinion that he would 
undoubtedly develop into a very valuable 

The management, on June 2, presented to 
engineer B. F. Ryan a suitably inscribed copper 
oil can, and to fireman M. E. Stitler a copper 




torch, in rorognition of their personal interest 
and special efforts to keej) their eng'iie in good 

While extra east 42S() was })assing Mill(>rs 
tower on April 22, ojierator 8. N. McCullough 
observed defect on car in train. He notified 
the flagman, who was on the caboovse, and also 
telephoned to the engineer when the train 
stopped at Cherry Run station. 

On April 22, as extra 7102 was passing Terra 
Alta, operator C. W. Michaels observed 
defect on ear in train. He notified the con- 
ductor as caboose passed tower. The train 
was stopped west of station and the defect cor- 

As 3rd No. 94, engine 4210, passed Terra Alta 
tower on April 23, operator C. \V. Michaels ob- 
served a defect on car in train. After notifying 
the conductor as caboose passed tow^er, he in- 
formed the train dispatcher. 

On April 30, as train No. 1, engine 2157, 
pulled away from Terra Alta, operator T. I. 
Welsh, standing at station, observed something 
wrong with S. A. L. car 577. He notified 
operator at Terra Alta, who arranged to have 
examination made at Rodemer, 

As train No. 7 passed Sleepy Creek tow^er on 
April 29, operator E. M. Pentoney observed an 
irregularity under third Pullman car from rear. 
He notified the crew, who examined the train at 
Hancock and corrected the trouble. 

On May 4, as 1st No. 94, engine 4321, passed 
Sleepy Creek, operator H. R. Hood observed a 
defect under sixth car from engine. Consider- 
ing it unsafe to hand up note, he arranged with 
operator at Millers and with train dispatcher 
to have an examination made. However, the 
crew detected and corrected the trouble be- 
tween Sleepy Creek and Millers. 

As 1st No. 89, engine 4285, passed Martinsburg 
on May 5, operator J. L. Schroder observed 
defect on eighth car from caboose. He called 
conductor Orem on 'phone at Queen Street, and 
had him correct trouble. 

On May 7, as extra 4187 east passed Sleepy 
Creek tower, operator H. R. Hood observed 
serious defect in fifteenth car from caboose. 
The crew was notified at Millers and the car set 
off at Cherry Run. 

As extra 4268 east passed Millers on May 9, 
operator S. N. McCul lough observed defects 

mider two cars ii t laiii. 
who nuid(! repaiis to one 
off at MilhMS. 

He not ificd the cicw, 
car and set the (.tlirr 

Ohio River Division 

H. V. I'^rost, engineer on No. 9(i, whih' run- 
ning through Richland tuiniel on May 17, 
observed fire flying from truck about ten cars 
back. He stopped train and discovered defec- 
tive condition. 

T. L. Maloney, operator at Greenfield, on 
May 29, observed defective condition of equip- 
ment on car in train that was pulling out of 
station. He flagged the train and the crew- 
made repairs. 

R. I. Garrett, engineer on extra west, discov- 
ered scale track swdtch open at Zaleski on May 
28. His engine was partly on scales before he 
could bring it to a stop. He backed up and 
threw the swdtch to its proper position. As he 
was running a large engine, it is verj- probable 
that the scales would have been broken had he 
not observed the position of the switch. 

Freight brakeman T. E. Swane was riding in 
the caboose as his train passed Grosvenor on 
June 4. Feeling a jar, he got off and walked 
back and discovered a defective track condi- 
tion. He immediately notified dispatcher and 
left track walker to protect track. 

C. E. Jenkins, employed as operator at West 
Junction, observed defective condition of equip- 
ment on car in train No. 96, wdiile it was passing 
his tower on June 6. He succeeded in getting 
train stopped and assisted crew in making 

John Litter, engineer on No. 97, shortly after 
passing Hope on June 9, noticed smoke coming 
from a car in about the middle of his train. He 
stopped, and examination developed a defec- 
tive condition. He ran slowly to Mill switch, 
just east of Zaleski, where car was set off. 

James Rankin, 2nd trick operator at Belpre. 
was at Athens on May IS. As train No. 47 was 
pulling out of the station he noticed a defec- 
tive condition on second car from rear. He had 
the train stopped and the condition was 

V. C. Vickers, a lineman on the Ohio Divi- 
sion, noticed a defective condition on car in 
train near Athens. He called the attention of 
crew to the matter. 



Cleveland Division 

On May 27 conductor E. A. Elrick discovered 
a defect ivo condition on car in train of engine 
4249, train No. 73, while the train was pulling 
by him at east end of Uhrichsville. He 
promptly notified the conductor, who set car 

On May 25 conductor G.W. Hahnerand brake- 
man R. Christoph discovered derrick in spur 
yard on fire. They went to the freight house, 
told the clerk to call the fire department, se- 
cured a fire extinguisher and water bucket and 
worked on the fire until the fire department 

Both these gentlemen are commended for 
their interest and the manner in which they 
handled this case. 

On June 20, conductor F. L. Bean, on train No. 
18, had as passengers from Canal Dover to 
Detroit a womaii and a small child. On this 
day the train was late and did not make its 
boat connection. The woman had only enough 
money for the trip and could not afford to stay 
over in Cleveland for the night and wait for the 
next day boat. The woman appealed to the 
conductor, who is a bachelor and lives with his 
mother. He informed her that his mother was 
on the train and invited her to go to his home 
and spend the night. This the woman did, 
taking the day boat the following day. 

Conductor Bean's conduct reflects credit 
upon both hiijQself and his railroad. 

Newark Division 

On May 3, conductor F. Barnes, in charge of 
train No. 97, discovered defective condition of 
equipment on our car 26214 while train was pass- 
ing Plymouth station. He promptly stopped 
his train and set the car off. 

Pittsburgh Division 

At about 3 a. m. on June 7, Mr. William 
Wuicklin discovered that our Bridge 305, 
which spans Jimiata Street, was on fire. He 
immediately turned in an alarm and the fire 
was extinguished before extensive damage was 

The superintendent has written to Mr. 
Wuicklin, thanking him for his prompt action. 

Superintendent Gorsuch has written to Mrs. 
Fannie Jones, of Parkers Landing, Pa., thank- 

ing her for services rendered the Company when 
she notified the crew of train No. 308 of an ob- 
struction on the track. 

Messers. A. Anderson and J. Hartnett, em- 
ployes of the National Transit Co., of Kane, 
Pa., recently discovered our bridge over the 
P. R. R. tracks at Kane afire. They extin- 
guished the blaze and notified our agent at 
Kane, so that the bridge could be inspected. 
Superintendent Gorsuch has written -to both 
of these gentlemen, thanking them for their 
valuable services. 

One night last May track foreman James 
Moscow discovered a rock weighmg about 
seven tons on the track on the Fitz Henry 
section. Passenger train No. 7 was almost due, 
so Mr. Moscow ran to Marathon and flagged 
it. He then summoned the necessary force 
and removed the obstruction. He is highly 
commended for his presence of mind and 
fidelity to the Company. 

Chicago Division 

E. O. Price, pumper at Attica, and H. E. 
Heller, agent, are commended for their watch- 
fulness and prompt action in observing and 
reporting defective condition of transfer track 
at Attica, on June 9. 

Lampman F. E. Cline has been commended 
for his vigilance in observing defective condi- 
tion existing on P. & L. E. car 42273, in train 
No. 98, May 14, at Galatea, O. 

Indiana Division 

On March 6, conductor G. D. Thornburg dis- 
covered and reported a defective track condi- 
tion near the bridge at RH tower. 

While passing over his train, extra 2560 
east, between Rivervale and Tunnelton on 
March 23, conductor J. B. Elliott noticed an oil 
car leaking. He improvised a plug to stop the 
leak. When the train was pulled into clear at 
Tunnelton, conductor Elliott, with the assist- 
ance of brakemen E. H. James and D. C. 
O'Mara, succeeded in placing the plug in the 
leaking pipe, thereby saving approximately 
four-fifths of the contents of the car. 

The efforts of all the members of this crew to 
save the Company from loss are commended. 



On April 16, engineer Frank Day and fireman 
George Henry, on passenger train No. 4, dis- 
covered the approach to the trestle of Miami 
Bridge, east of 
Lawrencebiirg, afire. 
They stopped their 
train and extin- 
guished the flames. 

On March 26, car 
inspector Sam Ho- 
dapp discovered a 
wheel with cracked 
flange at Seymour. 
The car was placed 
on the repair track 
and a new pair of 
wheels applied. 
Mr. Hodapp's close observation on this and 
previous instances shows conclusively that he is 
ever on the alert to 
discover dangerous 

Brakeman C. Baise 
discovered defective 
condition of track at 
east end of North 
Vernon on April 5, 
and arranged to pro- 
tect the condition 
until repairs were 

^ made. 

J. V. SPAULDIXG On May 12, J. V. 

Spaulding, operator 
at Loogootee, Ind., discovered defective con- 
dition of equipment on car in train of extra 
2767, east, passing that station. He stopped 
the train and had the trouble corrected. 

E. E. Scoopmire, agent at Dillsboro, saw 
three young men arrive on train No. 95 at 3.39 
a. m., April 28. They boarded train No. 14 
and were put ofT about one mile east of the 

A little later Mr. Scoopmire found the seals 
broken on A. G. S. 11422 and our car 84701. He 
told section foremen F. M. SprickerhofT and 
William Ruhlman that the cars had been rob- 
bed, and asked them to assist him in capturing 
the three men whom he suspected of the crime. 
He also notified the police of Cochran to meet 
the sectionmcn and take charge of the prison- 
ers. The section foremen, together with sec- 
tionmcn F. Grabus, E. Jackson, A. Cash and 
H. Ruhlman, caught the three men. The stolen 

goods were found in their possession and the 
men were turned over to the city authorities at 

All these employes are highl}- conunciuhMl 
for their good work in capturing these car rob- 

Cincinnati Terminal 

of WU tower, stock- 
letter of commenda- 

Operator L. H. Coffni. 
yards, recently received ; 
tion from assistant 
Broughton, com- 
mending the interest 
and loyalty he dis- 
played on May 25. 
Mr. Coffin discovered 
the doors swinging 
open on a refrigera- 
tor car in a passing 
freight train moving 
east. He reported 
the condition 
promptly so as to 

prevent personal injury or any possible damage 
to Company property. 

Illinois Division 

Division operator McCarthy and signal main- 
tainer John E. Rogers, while passing over line 
on a motor car, June 13, found a defective 
track condition on the Shawneetowii District. 
They immediately notified sectionmcn and 
flagged No. 05. 

On .March 22, Mr. E. S. McLean, Rig Four 
operator at Tower Hill, received word that one 
of our bridges between Tower Hill and Pana 

was afire. He at 

once arranged to 
have all trains held 
at Pana and Tower 
Hill, until the fire 
was extinguished. 
Mr. White has re- 
quested that the 
Big Four place a 
credit entry on Mr. 
McLean's record. 
He has been at Tower 
Hill for over thirty 
years and- is a mem- 
ber of the Safety Committee of his road. We 
thank him heartily for his service. 

s M. i.i;an 






The following em- 
ploj'es have been 
commended b}' the 
superintendent for 
their efforts in the 
cause of Safet}' First : 
May 2, engineer E. 
B. Miller. May 3, 
conductor J. E. 
Morrisey. Ma}' 14, 
operator J. S. Ham- 
mond. May 21, yard 
conductor H. H. 
HofTman. May 22, 
operator C. E. 
Thrasher. May 28, 
conductor C. O. 
Cusick. May 31, 
yard conductor A. 
A. Ginder. 


Engineer Hall, on 
extra east, noticed 
car leaning on extra 
west and immedi- 
ately notified con- 
ductor Edward Sur- 
face, who examined 
car, found side bear- 
ing gone and had car 
set ofT. 

See America First 

. Vice-president E. O. McCormick of the 
Southern Pacific Company points to the 
following bit of verse from Leslie^ s- as an 
amu- ing commentary relative to the "See 
America First" movement, in which every 
American community is interestc^l : 

"I yearned to take a trip abroad. 

So dad and ma and I 
Bought tickets for a foreign tour. 

And bade our friends good-by. 
We took our brand-new car along 

But didn't bring it back. 
Some soldiers seized it when the guns 

At Liege commenced to crack. 

"We left our baggage all behind 

To catch a cattle train 
(My things will be old-fashioned when 

We get those trunks again); 
And we who went first cabin out 

Across the briny blue, 
Came back in stuffy steerage berths, 

And glad to have them, too. 

"I never thought that I would weep 

For joy to see once more 
The bobbing little ferry boats 

Of Staten Island's shore; 
Or that against the smoky sky 

The black, serrated line 
Of old Manhattan's jumbled roofs 

Could ever look so fine. 

"Poor ma will be a nervous wreck 

She vows for all her days, 
And dad gets purple in the face, 

And glares at me and says: 
'We wouldn't have been there to feel 

The war cloud when it burst, 
If we had seen America, 

Our native-c6untry, first.' " 

^ ._. 


AT THE end of July the managers of the DISTRICT champion baseball teams will please 
confer thus: 

The managers of the three Eastern district champions — New York, Main Line and Wheel- 
ing districts, and the managers of the three Western district champions — Pittsburgh, Southwestern 
and Cincinnati, Hamilton and Dayton districts — will confer and arrange separate schedules, each 
team. Lines East, to play ONE game with each of the other teams, Lines East, to decide the 
championship of Lines East: and each team. Lines West, to play ONE game with each of the other 
teams. Lines West, to decide the championship of Lines West. 

This short schedule is made necessary by the long distances that the district champions must 
travel to compete with each other and by the fact that the final game for the Thompson Challenge 
Cup is to be played on Labor Day. 

It is most important that copies of these schedules reach Dr. E. M. Parlett, Chief of Welfare 
Bureau, Baltimore, not later than August 10. 





Baltimore and Ohio Building 

General Superintendent Motive 
Power's Office 

Correspondent, George L. Heimrich 

We feel that a recent increase of salary for 
G. L. Hennick, of this office, has prompted his 
adventure upon the sea of matrimony. Either 
that, or he certainh' is a past master in keeping 
secrets. Jime 27 was the date and G. F. Patten 
the best man. Seems as though George is 
trying to show Fred the way. 

W. H. Gordon, Sr., traveling shop clerk of 
this office, is again on the job after having 
been on the sick list for about a month. We 
are all glad to see him back. 

W'e wish to express our sympathy' to our pass 
clerk, A. E. Brown, who recently lost his 

The basel:)all fever has at last found its way 
into the office, and it is rumored that a team will 
be organized. 

Auditor of Passenger Receipt's Office 

Correspondent, George Eichxer 

The accompanying picture is of George Eich- 
ner, who was born in Baltimore, Jul}' 25, 1895, 
and has always made it his home. He was 
educated in the public schools of Baltimore, 
and later continued his studies at the Balti- 
more Polytechnic Institute. He entered the 
service of the Company, September 26, 1912, as 
clerk in the foreign bureau of the auditor pas- 

senger receipts' office, and has gradually been 
advanced until he is now engaged on the audit 
of interline ticket reports. 

!Mr. Eichner has taken an active part in 
athletics and has been able to give a good 
account of himself in a number of sports. He 
is a lover of music, and one of the Baltimore 
and Ohio Glee Club's most ardent supporters, 
having joined the organization at its inception. 
He also takes an active part in the choir of his 





When the publication of the Employes Maga- 
zine was resumed in July, '1915, he was ap- 
pointed correspondent from this office and has 
devoted zealous attention to this interesting 

Real Estate Department 

Correspondent, J. K. E. Hiltz 

J. Martin Hcim, secretary to the real estate 
agent, surprised the boys in his department by 
the announcement of a visit of the stork to his 
home on June 28. The kindly bird left a 
bouncing boy, and the happy "papa" has our 
sincere congratulations. 

Timber Preservation Department 
Mount Royal Station 

Correspondent, S. I. O'Neill 

Congratulations are extended to T. W. Twigg 
and his bride, formerly Miss Elizabeth Inslip, 
who were married on June 7. The groom is 
employed as retortman at the Green Spring tie 
plant. ^ His numerous friends made the return 
from the honeymoon trip to Buffalo a memor- 
able occasion. 

H. W. Lynn has been appointed tie inspector 
at the treating plant at Green Spring, vice 
R. F. Carrico, who is now inspecting ties in 
foreign territory. 

Otto Forrest, one of the stenograjihers in the 
office, expected to march in the preparedness 
parade in Washington, l)ut 

"When he got there, 
The streets were bare. 
And the parade had 
Gone elsewhere." 

New York Terminal 

Correspondent, S. W. Nelson, Assistant 
to Cashier, Pier 22 

Divisional Safety Committee 

F. I.. Bausmith Cliairnian, Assistant Terminal Aeent 

W. B. Biggs Freinht Agont, Pier 22, N. R. 

A. L. Mkkelsen Freight Agent, St. GcHjrge Lighterage 

J.J. B\ YKR Fri'ight Agent. 2'ith Street 

J. T. GoRM.\N Freight Agent, Pier 21, E. R. 

T. F. Gorman Freight Agent, Pier 7, N. R. 

R. B. Nash Freight Agent, St. George Transfer 

H. R. Tait Freight Agent, Wallabout 

Marink Depautmknt Members 

E. A. English. Chairman 

E. J. Keli,y Tug Captain 

Wm. Clafky Tug Engineer 

Wm. Meade Tug Fireman 

M. Y. Grakf Lighterage Runner 

E. Soderbero Borge Captain 

n. Peterson Steam Hoist Captain 

R . G ALLiciiio Steam Hoist Engineer 

Hugh Hagan, chief engineer of the tug "Balti- 
more," entered our service in 1890, as night 
engineer on the tug "A. C. Rose." A short 
time later he was promoted to day engineer. 

In 1893 the ''Baltimore" was built by the 
Maryland Steel Company of Baltimore, and Mr, 

Hagan was sent to Baltimore to bring her to 
New York, where she has remained in service 
ever since. The "Baltimore" was one of the 
first tugs to be equipped with electric lights, 
search light and cross coal bunkers. She is 
the only boat of our fleet that has done any 
deep sea towing. In July, 1900, she towed two 
barges from lialtimore to New York. The 
"Baltimore" also had the distinction of being 
selected by the New York Board of Naval 
Reserves to act as the flag ship, carrying 
officials, at the opening of the Harlem Ship 
Canal. With a gun mounted on her forward 
deck she led the procession and all through the 
celebration showed good lines, good care and 
good handling. The "Baltimore" has also 
been used as the flag ship of the Baltimore and 
Ohio fleet, and carries the officials of our 
Company when they desire to make inspection 
trips of our properties in New York harbor. 
Captain T. L. Morris was in charge of the boat 
until he was transferred to the tug "George 
L. Potter." 

Chief Hagan became so attached to the 
"Baltimore" that it was impossible to prevail 
on him to leave her for a newer and larger boat. 
His engine room is always kept spotlessly 
clean and its perfect condition is always re- 
marked by visiting officials. 

Chief Hagan' s loyalty was shown a short 
time ago. His boat was reported to be leaking, 
and, to protect her, he stayed on board all 
night. Some time in the night he was called 
by the watchman, who reported that the water 
was coming in faster than the pinnps could get 
it out. Mr. Hagan sized up the situation, 
removed his clothing, jumped overboard, and. 





with a weight and wedge, and his jumper as 
packing, succeeded in stopping the leak until 
the boat could be put in drydock for repairs. 

An inspection of the fleet was recently ordered 
and Mr. Hagan was selected to make it. His 
work w^as very satisfactory, and his reports 
well made. 

Mr. Hagan is a fine, upstanding, forcible 
man, respected by everyone with whom he 
comes in contact, and regarded as a valuable 
asset to the Compan3\ 

His little grandson, shown in one of the 
accompanying pictures, has evidently inherited 
the rugged health of his grandfather. 

Staten Island Rapid Transit 
Railway Company 

Correspondent, R. Groeling, Chief Clerk 
Clifton, S. I. 

Divisional Safety Committee 

T. L. Terrant Chairman, Assistant Superintendent 

B. F. Kellv Vice-Chairman, Trainmaster 

W. B. Redgr.we Engineer M. of W. 

J. BowDiTCH Assistant Engineer M. of W. 

W. A. Deems Mastf>r Mechanic 

A. CoNLEV Road Foreman of Engines 

Dr. DeRevbhe Medical Examiner 

J. B. Sharp Coal Agent 

R. B. Nash Agent, St. George Transfer 

H. W. Orderman Supervisor of Tracks 

VV. L. Drydex Signal Supervisor 

C. H. KoHLER Superintendent of Ferries 

J. F. McGowax Chief Train Di^^patcher 

J. FuRMAx i^upervisor of Crossing Watchmen 

RoTATixG Members 

P. Lahey Car Inspector 

W. J. Reeves Conductor 

R. Smiles Machinist 

F. \V. Batemax Painter 

A. Kelly Locomotive Fireman 

R. D. Gannon Agent 

E. Corson Engineman 

C. A. Salvesen Signal Repairman 

C. Adams Passenger Trainman 


The following games have been played in the 
Staten Island Division Baseball League. 

Passenger Brakemen vs. Engineers, May 19. 

Passenger Brakemen. 5 10 G 3 6 0—30 
Engineers 00100100—2 

Batteries — Hurley, Ford and McKeever. 
Dougherty and McCaffrey. Umpires — M<- 
Caffrey and McLaughlin. 

General Office ys. New York-Piera, May 20. 


General Office. 4 1 0^ 2: 2 Q. 1 2^12 

Piers 1 1 0' 4- 2: 1 0^ 

Motive Power va. Yard Clierks, May 20: r 

Motive Power 8 7 2 4 7— 2S 

Yard Clerks 0—0 

S. I. R. T. vs. Lighterage Bureau, May 2L h 

S. L R. T 1 3 2 0— () 

Lighterage Bureau .... 2 1 0' 2 1 1— 7 

Batteries— Donahue andJKlengabeils Mullaine 

and Tober. 

Motive Power vs. Lighterage Clerks, ]\'Cay 25. 


Motive Power 10 3 0— 4 

LighterageClerks 2 2 3 2 5 3—17 

Batteries — Kielty and O'Hearn, Smith and 

General Office vs. A'laintenance of Way, Ma\- 
27. It 

General Office 1 1 2 4— s 

M. of W 01 001 2 0^ 4 

Lighterage Clerks vs. Lighterage Bureau, 
June 3. H 

Lighterage Clerks 1 1 1 5 0— S 

Lighterage Bureau 01002000 2—5 

Batteries — Abisch and Smith, MuUane and 

Passenger Trainmen vs. General Office. 
June 3. H 

Passenger Trainmen... 000000024— (> 
General Office 10020000—3 

Batteries— Dougherty and Mi-CafTrey, Stable 
and Murphy. 

Daughter of Conductor E. F. Tilton 


Maintenance of Way vs. Lighterage Clerks, 
June 10. R 

M. of W 2 10 1—4 

Lighterage Clerks 220025 x— 11 

Batteries — Canlon and Emery, Smith and 

Game called in seventh inning because of 
bad weather. 

Master Mechanic at Clifton 

The closing exercises of the continuation 
class conducted by our road at the Clifton 
shops, were held on Ma\' 31. 

This class, which is conducted under the 
supervision of the New York Board of Edu- 
cation, has been in existence for two years. 
Daily sessions are held in a passenger coach 
which was converted into a class room, from 
7.15 to 8.15 a. m. three mornings a week for 
mechanical drawing and three mornings a week 
for mathematics. 

Among those who were present and who spoke 
at the exercises were: John Martin, chairman 
of the vocational school of the Board of Edu- 
cation; John Haaren, associate superintendent 
in charge of continuation classes; W. A. Deems, 
master mechanic at Clifton; superintendent 
H. R. Hanline; assistant superintendent, T. L. 
Terrant; and Harr\' Lawrence and Reinhard 
Groeling, the instructors of the class. 

The boys and their work favorably impressed 
the visitors. Two of the apprentices, Edmund 
Schaefer and William Murphy, were each 
presented with a copy of Kent's Engineering 
Handbook, in recognition of their work. These 
boys and two others, J. Duncan and B. ^lason, 

were also given a trip to the Mount Clare shops 
in Baltimore, with all expenses paid. The 
Company furnished free transportation to the 
other members of the class who wished to make 
the trip. Twelve of the boys, with their 
instructors, visited Mount Clare on June 10. 
They were shown through the various shops 
and afterwards called upon superintendent of 
shops Fijiegan, who met them with a hearty 
hand shake and with a few words of greeting 
and kindly advice. The visitors were deeply 
impressed by the enormous amount of work 
handled in the shops. 

It is felt that this class has achieved great 
flood. Much credit is due the officers of the 
Company, the New York Board of Education 
and the instructors of the classes for givingthese 
apprentices this chance of taking up vocational 

Three hundred employes and members of their 
families gathered in Tompkins Hall, Tomp- 
kinsville, on the evening of June 9, to hear 
an illustrated lecture by C. B. Gorsuch, of the 
Safety First Bureau. 

Conductor Langdon, who presided over the 
ino?tin<i, introduced assistant superintendent 
T. L. Terrant, who made a few remarks. He 
was followed bj' general manager W. H. Averell, 
and by engineer Daniel J. Buckley, who spoke 
to the men on "Safety." 

Sfereopticon pictures were shown of the 
various officials of the Company, of picturesque 
scenes along our line and of the Safety First 
train which has been exhibited at the different 
cities on our road. These pictures were fol- 
lowed by the photo play, "The House That 
Jack Built," which proved both intensely 
interesting and highly instructive to the 
Staten Island employes. 

Enjoyable features of the evening were music 
by the Baltimore and Ohio Club Orchestra and 
solos by Mrs. Reinhard Groeling and Mr. Paul 
Merritt, two well known Staten Island soloists, 
who very kindly offered their services for the 

After the meeting there was dancing. Every- 
one who attended felt that the evening had 
been one of pleasure and also of education and 

Paul B. Milburn, draughtsman on right-of- 
wav survey corps, has been transferred to 
Baltimore as draughtsman in the valuation 
department. Mr. Milburn is the son of J. H. 
Milburn, chief draughtsman, Baltimore. We 
are sorry to lose him. 

H. W. Ordeman, transitman on the engineer 
corps, has been appointed acting supervisor on 
this division. 

The sympathy of all maintenance of way 
employes is extended to W. L. Atcheson, fore- 
man carpenter, whose wife died recently. 

The maintenance of way department was well 
represented at the Safety rally on June 9. 
Evervone present enjoyed "The House That 
Jack Built." 



Philadelphia Division 

Correspondent, J. C. Richardsox, Chief Clerk 

Divisional Safety Committee 

S. T. Cantrell Chairman, Superintendent 

W. T. R. HoDDixoTT Vice-Chairman, Trainmaster 

G. F. Eberly Division Engineer 

J. P. H YNES Master Mechanic 

J. K. Sentmax Road Foreman of Engines 

H. K. Hautmax Chief Train Dispatcher 

T. B. Franklix Terminal Agent 

D. C. Elphixstoxe Captain of Police 

F. H. Lamb Division Claim Agent 

Dr. C. W. Pexce Medical Examiner 

G. W. Road Engineer 

A. Shaw Road Fireman 

V. Alder Road Conductor 

W. L. Nichols Yard Brakeman 

C. P. Steex Air Brake Inspector 

J. L. CoYLE Work Checker 

R. C. AcTOX Secretary 

Philadelphia Division Baseball League 

Standing of the teams at end of June. 

24th and Chestnut Street Station 1000 

Mechanical Department 750 

Car Yard 500 

Maintenance of Way 500 

Brakemen 500 

Wihnington 250 

Freight Department 000 

A division accountants' department has been 
estabhshed on the Philadelphia Division, with 
headquarters at Philadelphia. E. A. Sands, 
formerly motive power clerk, has been appoin- 
ted division accountant. This department in- 
cludes all timekeepers and clerks handling ac- 
counting matters. 

William McGirr, index clerk at Philadelphia, 
has been temporarily transferred to New Cas- 
tle Jimction, where they are establishing a car 
index system similar to the new system estab- 
lished on the Philadelphia Division. 

The many friends of M. H. Connaughton, 
passenger conductor, and also of X. H. Fors- 
burg, painter foreman, who were both badly 
injured at Felton, Pa., on December 17, will be 
glad to know that both have recovered suffi- 
ciently to be out, although it will be some time 
before either of them get back to work. 

The following stations on the Philadelphia 
Division show increases in their revenue for the 
month of May, 1916, over the same period of the 
previous year. 

Philadelphia, Pa. (Freight) $76,844 

Woodlvn, Pa 10,191 

Philadelphia, Pa. (Depot Ticket) 7,567 

Darby, Pa 5,334 

W ilmmgton, Del. (Freight) 4,906 

Philadelphia. Pa. (60th Street) 2.743 

Yorklyn, Del 2,462 

Newark, Del 2,002 

Ex-members of the committee, as well as 
other employes, are invited to attend the 

meetings of the Divisional Safety Committee, 
which will be heltl in Philadelphia at 10.45 
a. m. on July 6, August 3 and September 7. 

Baltimore Division 

Correspondent, J. B. Mori.\rty, Superintendent's 
Ojjicc, Camden 

Divisional Safety Committee 

P. C. Allex Chairman, Superintendent 

J. P. Kavaxagh. . . .Vice-Chairman, .Assistant Superintendent 

Y. M. C. A. 

T. E. Stacy Secretary, Riverside 

E. K. Smith Secretary Brunswick 

G. H. Wixslow Secretary, Wa-shington, DC. 

Relief Departmext 

Dr. E. H. Mathers Medical Fyrrr.'nft . Camden 

Dr. J. A. RoBB Medical Examiner, Washington, D. C. 

Dr. J. F. Ward Medical Examiner, Winchester 

Claim Depart.mext 

R. B. Banks Division Claim Agent, Baltimore 

Traxsportatiox Department 

S. A. Jordan Assistant Superintendent, Brun.'^wick 

C. A. Mewshaw Trainma.ster, Baltimore 

E. C. Shipley Road Foreman, Riverside 

J. .F. McCabe Trainmaster, Harrisonburg 

W. T. Moore Agent, Locust Point 

D. M. Fisher Agent, Washington. D. C. 

W. E. Shannon Agent, Brunswick Transfer 

A. M. KixsTENDORF Agent, Camden 

H. W. Baldwin Freight Conductor, Riverside 

A. L. Walsh Freight Encineer, Riverside 

J. H. Sewell Freight Fireniim. Riverside 

J. H. Myers Yard Conductor, Locust Point 

Maintenance of Way 

H. M. Church Division Engineer, Baltimore 

S. C. Taxx-er Master Carpenter, Baltimore 

C. A. Thompson Signal Supervisor, Baltimore 

E. E. Peddicord General F'oreman. Locust Point 

C. A. Waske Y Supervi.sor, Washington Jet . 

S. J. LicHLEiTER Supervi.sor, Harrisonburg 

T. HoLTON Carpenter Foreman, Curtis Bay 

G. Rudolph Section Foreman. Gay St. 

H. B. Shreet Signal Repairman, Riverside 

Motive Power Department 

A. K. Galloway Master Mechanic, Riverside 

W. M. Calder General Car Foreman, Riverside 

T. O'Leary Car Foreman. Washington. D. C. 

T. ^L McCLtrsfeEY Tender Foreman, Riverside 

C. A. Anderson Piece Work In.^pector, Brunswick 

W. H. Thiemeyer. Clerk, Gen'l Foreman's Office. Brunswick 

W. F. Lenkel Gang Foreman, Ixjcust Point 

H. Pf.nnell Car Foreman. Baileys 

The picture on the following j)age is of Ismah 
Smith, baggage truckman, who, on June 5, 
entered his thirty-fifth year of service with 
the Baltimore and Ohio Railroad Company. 

Ismah entered the emj)loy of our Company 
on June 5, 1882. at Camden station. Baltimore, 
and after four years of service was transferred 
to the 24th and Chestnut Streets station in 
Philadelphia, but returned three years later 
(1889) to the baggage room at Camden station. 
One year later he was transferred to the general 
manager's office, where he served under general 
managers Dunham, Campbell, O'Dell and Creeti. 



At the opening of Mt. Royal station, Balti- 
naore, in 1896, Ismah Smith was the man picked 
for baggage trackman at the new station. He 
still holds this position, haVing served there 
continuously for twenty years. 

Ismah's excellent record was established by 
his attention to duty, and by always having 
the good of the Compan\' at heart. 

He has letters of commendation from Thomas 
Fitzgerald and Charles \V. Galloway, in reply 
to congratulatory letters from him on the 
occasions of their appointments to the position 
of general manager. 


The writer has known Ismah for nearly ten 
years and through her daily observation has 
been much impressed by his reliability, willing- 
ness and excellent Christian character. He 
tries to live the Golden Rule. 

Riverside Y. M. C. A. 

Correspondent, T. E. Stacy 

A good crowd of employes attended the 
meeting of the Water Wagon Club, held at the 
Riverside Y. M. C. A. on the evening of June 13. 

Dr. Hare, superintendent of the Maryland 
Anti-Saloon League, spoke on the evils of in- 
dulgence in alcoholic beverages. 

After his address there was a business meeting 
at which the following officers were elected: 
President, J. W. Gardiner; first vice-president, 
Frank O. Larrimer; second vice-president, C. 
E. Webb; secretary and treasurer, Harold 

Membership Committee: J. B. Gaither, yard 
clerk, Camden; Y. V. Seymour, yard foreman; 
E. W. Butler, not in our employ; John Taylor, 
electrical department, Baileys; J. H. Sewell, 
passenger fireman. 

Program Committee: T. E. Stacy, secre- 
tary, Y. M. C. A.; F. O. Larrimer, fireman. 
Philadelphia Division; W. H. Willeke, fireman, 
Philadelphia Division; Frank Krouse, not in our 

After the business meeting there was a social 
hour and refreshments were served. The 
Water Wagon Club is exciting great interest 
among the emj)lovcs who frequent the River- 
side "Y." 

Washington, D. C, Freight Station 

Correspondent, W. L. Whiting, Chief Clerk 

Because of the great Flag Day "Prepared- 
ness" jKirade that took place on Jime 14, the 
air of Washington has been full of the spirit 
of "Preparedness." And as "Preparedness" is, 
after all, only another way of expressing "Safety 
First" it behooves railroad people to practice 
this principle, by whatever name it may be 
called, to the fullest possible extent. 

We recently had a very pleasant visit from 
Mr. Wade T. Porter, of the La Salle Extension 
University, who, in a most lucid manner, ex- 
plained to our office force the working methods 
of the institution he represents. There is no 
doubt that any who are able to avail themselves 
of this "Preparedness" for betterment of con- 
ditions will t)e greatly benefited thereby, and 
we sincerely hope that Mr. Porter will meet 
with great success wherever he may be called 
upon to explain his work. He enrolled several 
students from this office. 

We have organized a baseball team at this 
station, to compete for the Thompson Challenge 
Cup. The team is under the able management 
of "Johnnie" Laverine, with Charles E.Stanford 
as assistant manager. Both these men are 
baseball experts. In the exhibition games 
alrea4y played we did not rank number one in 
the standing; but then it is not always the best 
plan to show one's greatest strength to the 
enemy at the start. Of course, we are ambi- 
tious, and look for great things from our boys. 
While we have not yet decided in just what 
corner of the office the cup will stand, we have 
requested foreman Schell to be prepared to 
make a suitable pedestal for it. Another ex- 
ample of "Preparedness!" 

We do not wish to "knock" our good 
neighbors, but it was suggested by some of our 
friends in Baltimore that we would do well to 



foriu a l)a6el)all team, as "tliore was nothiiifi; 
of the kiiul in Washington at present." May 
we call our friend's attention to the scores of 
the American Leaf^ue games, and ask them to 
note the absence from the papers of any 
mention of a defunct leapie, for a time called 
"Federal," which had as one of its teams an 
aggregation from the Monumental City? 

A number of the members of our team took 
advantage of the trip to Brunswick on June 10, 
and returned at various times Saturday night 
and Sunda.v morning. They reported a raost 
enjoyable time. 

Our freight yard' has again been the center 
of attraction for the small boys of the n